Mercedes AMG F1 W03

[Fizz.Schumi]

[youtube]http://www.youtube.com/watch?v=dU9FXKExKLs[youtube]

It is the KERS button. M pretty sure the DRS is pedal operated

Go back to the previous page, I have already mentioned the drs button is at the back of the wheel. I have a video with nico telling you about it.

[sidmiester]

magnificient win, from qualy to end of the race, just perfect drive for nico. so well done to him and whole team. also i guess mercedes fans all deserve this win. its been really a while since the last victory.

felt so sorry for michael but i have to say i was incredibly happy for michael and want to pay my respect because he really showed his sympathy for his pit crew for that mistake.

fully convinced michael would have got in podium

hopefully in coming european races we can study and learn more about tyre management, lets hope there are major upgrades too.

btw, read gary anderson analysis, about what mercedes can do about their tyre problems that he said something can be altered in aerodynamics, and he was talking about seven post rig, and also managing KERS to go easy on tires. its on bbc f1 website analysis. can anyone go more on depth about that and how much will that help mercedes.

would be interesting how mercedes will cope with very hot tract temperature at bahrain.

[sidmiester]

magnificient win, from qualy to end of the race, just perfect drive for nico. so well done to him and whole team. also i guess mercedes fans all deserve this win. its been really a while since the last victory.

felt so sorry for michael but i have to say i was incredibly happy for michael and want to pay my respect because he really showed his sympathy for his pit crew for that mistake.

fully convinced michael would have got in podium

hopefully in coming european races we can study and learn more about tyre management, lets hope there are major upgrades too.

btw, read gary anderson analysis, about what mercedes can do about their tyre problems that he said something can be altered in aerodynamics, and he was talking about seven post rig, and also managing KERS to go easy on tires. its on bbc f1 website analysis. can anyone go more on depth about that and how much will that help mercedes. also i remember vettel often talking about that one of the reasons why he was successful last year was because of altering tire pressure...? can tyre pressure adjustment help mercedes ?

would be interesting how mercedes will cope with very hot tract temperature at bahrain.

[spadeflush]

[youtube]http://www.youtube.com/watch?v=dU9FXKExKLs[youtube]

It is the KERS button. M pretty sure the DRS is pedal operated

Go back to the previous page, I have already mentioned the drs button is at the back of the wheel. I have a video with nico telling you about it.

Nico merely mentions that he cannot show whats there behind the steering wheel. At the time of the video there was wide speculation about the DRS pedal, hence i believe he was just bluffing. Difference in opinion here. Neither of us can prove our point at the moment.

[Darknight]

A few posts back i wrote wondering if Merc was waiting for the FIA to finally issue their verdict before using the DDRS system. Its clear to me that the car is fast, maybe not the fastest but can win races for sure.

I think a statement will now come out from Merc saying that they "resolved" their tire issues. When in reality they just switched the DDRS system on.

For most of the time Nico was in the lead and I dont think Nico overtook many, so what help could he have got from the DDRS?
Were you referring to the Quali? They were always quick in it.

I believe the system is not just one that works with DRS activation. I think the system works to lower the front wing during the race in one form or another.

[siskue2005]

yeah, i also believe they have a passive system coupled with the acive system

[bhall]

That is pretty much what I have proposed. Call it a fluidic switch or an amplifier it is still the same thing.

I think there is potentially quite a large difference between the interpretation of what an amplifier is as opposed to a fluidic switch. So whiteblue, while your interpretation seems the same, perhaps using the word amplifier in this context is a little more confusing the more appropriate fluidic switch.

Agreed, especially when one considers an earlier post on the subject.

In response to the idea that the gap between Rosberg and Schumacher in qualifying was the result of Rosberg having the Daffy Duct, and Schumacher did not.

Or they had an amplified and a non amplified system, as I have suggested before.

I'm a bit confused here. Are you trying to say that Mercedes has two distinct systems, one that works and one that does not? Without a fluidic switch, or an amplifier as you call it, the system is just extra weight.

[Ferraripilot]

yeah, i also believe they have a passive system coupled with the acive system

I mentioned that just as we were starting to understand the system a bit better some weeks ago. They only problem with this could be that the front nose hole would have to be an intake as well just as W02 tested which essentially means air is constantly pressurised through the piping to the rear wing holes. I'm not sure how they could make all that work together although the concept certainly sounds like a winner.

[quixpeed]

here is a suggestion or conclusion from the debate between Renault part and Ross and the FIA part as well along with all the statements in that regard recemtly, it is argued over that as it is a secondary device or passive as Ross states, but a very interesting point here explains the function of the RW holes when DRS is open, my conclusion is :

that this RW hole is only a switch, why?? bcoz they said DDRS its passive and not directly activated by the driver, only by activating the DRS, after which i think it becomes a DDRS.
we've seen the tubes we assume that runs from the front bulkhead all the way around the engine compartment as we noticed they feed into the rear crash structure, they are possibly the air duct (secondary DDRS), but its activation is a valve switch that opens and closes by the opening the holes in RW DRS. it could be as simple as that...
that is an explanation for the passive and non driver assisted device on board the W03.

that means the holes do not channel air to the front wing neither they suck any in reverse. just a plain air pressure switch to activate a device or valve.

i hope its clear?? what is your opinion on this guys and thoughts if this could the principle of it?

[bhall]

here is a suggestion or conclusion from the debate between Renault part and Ross and the FIA part as well along with all the statements in that regard recemtly, it is argued over that as it is a secondary device or passive as Ross states, but a very interesting point here explains the function of the RW holes when DRS is open, my conclusion is :

that this RW hole is only a switch, why?? bcoz they said DDRS its passive and not directly activated by the driver, only by activating the DRS, after which i think it becomes a DDRS.
we've seen the tubes we assume that runs from the front bulkhead all the way around the engine compartment as we noticed they feed into the rear crash structure, they are possibly the air duct (secondary DDRS), but its activation is a valve switch that opens and closes by the opening the holes in RW DRS. it could be as simple as that...
that is an explanation for the passive and non driver assisted device on board the W03.

that means the holes do not channel air to the front wing neither they suck any in reverse. just a plain air pressure switch to activate a device or valve.

i hope its clear?? what is your opinion on this guys and thoughts if this could the principle of it?

I liked the idea in late March when I presented it to the forum for discussion. Thus far I've yet to see anything to contradict that idea.

bcoz they said DDRS its passive and not directly activated by the driver

Passive in this case simply means that the system is not directly engaged by the driver; the driver engages DRS, which then activates the Daffy Duct. At least, that's my understanding of the matter.

As far as a truly passive system goes, I don't think it exists.

(These threads can't read themselves; we have to do it for them. )

[LegendaryM]

The hole in the chassis could be an update to the ddrs, where before it was using the hole in the front of the nose as the main flow in the fluidic switch (with the pipe from the rear wing being the control flow), and now it is using the hole in the chassis which can be larger (there is a limit on the area of the hole in the nose). However i think it's just for driver cooling

[WhiteBlue]

That is pretty much what I have proposed. Call it a fluidic switch or an amplifier it is still the same thing.

I think there is potentially quite a large difference between the interpretation of what an amplifier is as opposed to a fluidic switch. So whiteblue, while your interpretation seems the same, perhaps using the word amplifier in this context is a little more confusing the more appropriate fluidic switch.

Agreed, especially when one considers an earlier post on the subject.

In response to the idea that the gap between Rosberg and Schumacher in qualifying was the result of Rosberg having the Daffy Duct, and Schumacher did not.

Or they had an amplified and a non amplified system, as I have suggested before.

I'm a bit confused here. Are you trying to say that Mercedes has two distinct systems, one that works and one that does not? Without a fluidic switch, or an amplifier as you call it, the system is just extra weight.

Perhaps I have to explain the hypothesis in greater detail.

System one, non amplified would take the air from the rear wing all the way to the front wing to stall it. The obvious disadvantage would be a relatively high pressure loss along the way. The stall effect may be reduced or not possible. Hard to tell.

System two would require the pressure from the rear wing only reach the front scoop where it switches the fluidic switch. At this point you have the full pressure again and the air has now only to make a relatively short way to the front wing stalling slits. That way the second scoop and fluidic switch has an amplifier function because it bring the pressure back to full potential.

[bhall]

What if air flow doesn't enter the rear wing slots at all? What if those are exits?

It seems to me that the default position for the Daffy Duct is that of being pressurized. Air flow enters the scoop, but because the loop is closed, it has nowhere to go, save for whatever is bled from a DRS flap that doesn't provide a complete seal.

When DRS is engaged, pressure within the Daffy Duct is released, which allows the air drawn in by the chassis scoop to flow once again. Because the rear wing vents are located on the end plates, where teams have long had slots to bleed pressure, the air flow over the wing could actually help extract air from within the Daffy Duct, which would improve the performance of the system.

Either the nose hole or the chassis scoop feeds the front wing while the system is depressurized. Take your pick; I have no idea.

EDIT: The more I think about it, the more sense this makes. Because of the nature of DRS, the Daffy Duct has to be engaged inversely to the F-ducts of 2012.

[e30ernest]

I remember one of the Merc drivers talking to the team radio about the "pick-up" of the DDRS system. Maybe they modified the system to be adjustable, and the scoop was part of that? Perhaps this would be the part of the "setup" change Nico was talking about in China?

[Chuckjr]

To the aerodynamic Jedi's...is there any agreement or near agreement what the holes on the rear wing actually do? Either suck air in or push air out for the DDRS system? I was under the impression that the entire rear wing was a high pressure zone and especially at the end plate point as there are vents there to help relieve pressure.

Secondly, is there any consideration that Merc has been holding back on the real potential of their DDRS system till full approval and then a stage two (warp speed option) will now be unleashed this week? Some of you guys seem to know when something like that is about to happen.