But the 1-2 finish at the Brazilian Grand Prix proved its relentless pursuit of results throughout the season.
While there have been times when it found itself in a development or setup dead end, it has been working hard to get the answers needed to move W13 to the front of the grid.
While there have been some tough moments this year, the experience should also serve as a good foundation for the next few seasons as the team now has some knowledge and understanding that some competitors may not The complexity of a new generation of ground effect vehicles.
A constant theme this year has been its drivers running different aero settings to find the balance they like, and this has been going on since practice in Brazil.
Lewis Hamilton’s W13 was fitted with a lower downforce configuration during FP1, as the rear wing had an upper flap with the trailing edge trimmed back (below left).
Mercedes W13 spoiler comparison FP1
Image source: Uncredited
As qualifying approached, the selection changed a bit, with both drivers using the same top flap. However, Hamilton opted not to run the trailing edge Gurney (main image, blue arrow) fixed to the George Russell rear wing.
This is likely in response to the different solutions used on the endplates for the rear upper corners, as Russell went with a more traditional cutout design, while Hamilton went with a full wraparound variant.
The changes illustrate Mercedes’ approach to modular design this season, reducing the number of fenders that need to be manufactured, which helps keep costs down. It also reduces the time to make setup changes as parts are easily interchangeable.
For example, the rear corner of the end plate can be switched without changing the whole assembly (main image, inset).
Mercedes W13 brake pads
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Photo: Giorgio Piola
Mercedes also continues to pursue interesting and novel solutions that cannot be found anywhere else.
As shown in the photo above, the winglets in the upper front quadrant of the rear brake duct enclosure are micro-aerodynamic solutions, as slots are cut into the surface to allow airflow to migrate between them.
Red Bull looks to the future with spy cams
Red Bull RB18 Deflection Measurement Camera Mound
Photo by: Uncredited
during FP1 For a short time, Max Verstappen’s Red Bull Racing RB18 carried a little pod w its nose on its brother.
The pod appears to be 3D-printed, with holes at both ends and cameras inside to capture footage of the area next to it.
It’s unclear whether the cameras are focused on suspension elements, front brake duct deflectors, tire sidewalls, or a combination of these.
But interestingly, the team thinks it needs to monitor this for a short while, but it will continue to find ways to improve performance until 2023.
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Red Bull RB18 Deflection Measurement Camera Mound
Photo by: Uncredited
during FP1 For a short time, Max Verstappen’s Red Bull Racing RB18 carried a little pod w its nose on its brother.
The pod appears to be 3D-printed, with holes at both ends and cameras inside to capture footage of the area next to it.
It’s unclear whether the cameras are focused on suspension elements, front brake duct deflectors, tire sidewalls, or a combination of these.
But interestingly, the team thinks it needs to monitor this for a short while, but it will continue to find ways to improve performance until 2023.
READ ALSO:
Why did Verstappen refuse Red Bull F1’s order to help Perez
