Mercedes presented their 2024 season car, the W15, which showcased a number of innovative solutions and radical changes compared to the previous version. Mercedes, in fact, the main goal is to solve the problem that they suffered from instability in the rear last year. Toto Wolf has confirmed, "They'll want us to be in the catch-up at the start of the season and hopefully get closer to Red Bull." ”
Not only did the Brakley-based team, the leading team behind Red Bull Racing completely redesign the car's entire aerodynamics, but they also significantly changed the chassis, gearbox (and rear suspension) and driving position, which has moved away from the front tyres, as Lewis Hamilton has been asked since last season. However, these weren't the only solutions that the new W15 showed at the launch event; One of these innovative ideas may be on the verge of being accepted by the FIA regulations. Let's try to dive deeper into these new solutions.
Starting with the nose and nose wing: here is the most brilliant idea seen so far in 2024: the front wing has three flaps (not including the main plane). The upper flap is attached to the nose by a very small carbon profile (the flap chord in this area is very small). The other two are attached directly to the nose. However, this solution seems to go against the spirit of the regulations, as it will recreate something similar to the famous Y250 vortex, typical of the previous generation of racing cars. This is to create a larger depression under the base plate and create more downforce.
However, with the introduction of new regulations in 2022, the FIA decided to precisely change the design of the front wing to prevent these vortices from being generated, thus simplifying the turbulent wake generated by the car itself. However, it is important to emphasize that the front wing is not irregular from the point of view of the technical regulations, which only limit the design of the flaps. According to clause 39.1 (point D and point E), "The last point of each closed section must be visible when viewed from below" and the last point of each closed section must not be seen when viewed from above, except for the last closed section.
So, from this point of view, this solution is perfectly legal, but for the reasons just explained, once the W15 is technically inspected in Bahrain before testing, it cannot be declared legal.
In addition to this innovative solution, this one also allows us to observe another change in the front area of the W15: the nose is no longer located on the main plane, as shown above on the W14, but is now attached to the second flap of the front wing, which extends further forward in its ** section. In addition, the lower front end was not hollowed out like other teams such as Alpine and Aston Martin, but it was very bulky and its thickness increased as it got closer to the connection point to the chassis. This design is certainly related to the new design of the front wing itself, as these are two components that fit closely.
Turning our attention to other parts of the car, a number of changes to the body and rear suspension can be noticed, as we have already discovered, as in the Aston Martin during the AMR24 overhaul.
The shape of the cooling intakes is very different to what you see on the Aston Martin Ferrari, but that's in line with Alpine's choice. The cooling inlet is almost triangular, the lower lip is moved far forward, bends inward rather noticeably, and then hooks the lower part of the side box. This design allows for an increase in the flow of air for cooling. However, the lower SIS was housed inside the floor to increase the free space below the cooling inlet and to create a "double floor plate", a second channel, designed to supply air to the diffuser and beam wings.
For this purpose, the lower part of the side box was also further excavated to free up more volume. This operation was made possible by an incredible restructuring of the internal elements and the packaging of the radiators, which were arranged differently under the cover for aerodynamic purposes (even the Aston Martin sidepods are proof of this work). In addition, the upper part of this "wall" has been redesigned with a different, more arched profile to ensure that the air flow is not disturbed.
The upper part of the bonnet was also modified, as the two very large cogging seen on the W14 were no longer there. They now have simpler, more linear shapes, in line with the solutions adopted by Aston Martin and McLaren. This design creates a kind of "tray" that can help push air from the halo area to the rear, but also to push the hot air from the engine directly onto the beam wings, increasing the load generated by the rear of the car.
The rear wing has also been improved. It features cutting at the end plate transition to minimize drag.
Last but not least, the suspension has also been redesigned, since for aerodynamic and mechanical reasons, it now features a tie-rod scheme, which is in an almost horizontal position. This new solution frees up more space for direct airflow to the diffuser. It improves the interplay between racing mechanics and aerodynamics, allowing for better management of the rear tyre in qualifying and throughout the race. Last year, we could see just how bad the instability at the rear of the W14 was, and this radical change, combined with a new gearbox and chassis, allowed Allison, as technical director of Mercedes, to fill that gap.
In conclusion, Mercedes showed a very brave race car, employing innovative solutions and changes to follow Red Bull's philosophy, but without shamelessly copying them. The progress they have made can only be assessed in Bahrain, but for now, the W15 looks set to be on equal footing with Ferrari, Aston Martin and McLaren in the Constructors' Championship.