Chassis: Mercedes Class: F1 2014 Engine: Mercedes Benz PU106A Fuel: Petrol Transmission:8 speed sequential Brakes: Carbon/Carbon 0 Weight: – Fuel Tank: ATL Year introduced: 2014
The 2014 Formula One season marks the biggest change in regulations in the sports history and the W05 is the answer to the changes from Mercedes.
The initial engineering conversations between the teams at Brackley and Brixworth around both the regulations and potential solutions date back to late 2010. Since mid-2011, when the rules for the new V6 Hybrid Power Unit were officially published, Mercedes-Benz claims that it has taken a fully integrated approach to every major performance decision with a clear-sighted focus on maximising overall car performance.
The result is the new F1 W05 and, at its heart, the PU106A Hybrid Power Unit, both designed to meet the challenge of a fundamental change in the philosophy of Formula One. The introduction of a demanding maximum race fuel allowance of just 100 kg per race, coupled with a maximum fuel flow rate of 100 kg/hour, have focused the efforts of the sport´s engineers on delivering performance with a set of innovative new technologies that achieve an efficiency gain of more than 30%.
“From a technical and also a racing perspective, this is an incredibly exciting time for Formula One” Technical Director Paddy Lowe explained. We are introducing technologies that are new not just to racing but to the wider automotive world as well. The headline is that of improved efficiency and the fact that we will be completing races with advanced Hybrid systems on just 100 kg of fuel sends a great message about the technology that Formula One can deliver. But it is also about the technology that Mercedes-Benz can develop compared with our competition, both for the chassis and the new Power Unit. The whole team has done a fantastic job on the management of the project and its delivery. We have hit our milestones and hit our targets but, as ever, we will only begin to understand how successful we have been once we begin running in anger on track. The new car is an elegant but aggressive design and, as is often the way, its beauty is much more than skin deep; the internal engineering of the car is extremely innovative and intelligent. Our team can be justifiably proud of its work so far – but none of us are under any illusions about the amount we still have to do before the first race in six weeks´ time.”
The Power Unit has been designed for optimum installation in the F1 W05 chassis. This new car is the product of an aggressive development philosophy targeted at optimising the packaging of new on-car systems, such as the increased cooling demands of the Power Unit, in order to give the team´s aerodynamic group maximum freedom to respond to a significantly different regulatory framework. Compared to 2013, the regulations impose a narrower front wing; the removal of the lower rear wing and a reduction in size of the upper wing; and a central exhaust exit, thereby negating the effect of ´exhaust blowing´ which powerfully contributed to performance in the past three seasons. Every component has been reviewed and redesigned to get as close as possible to the challenging overall minimum weight limit of 691 kg. The result is an exceptionally tightly packaged vehicle which sets new standards in terms of overall integration.
TEST 01: JEREZ, SPAIN
The Mercedes nose is perhaps the most conventional looking so far seen (and the only car left to see is the Marussia). But in fact it is one of the most interesting, instead of the pointed anatomical noses seen on many other cars the Mercedes crash structure is entirely contained in the main part of the nose. Interestingly that crash structure is U shaped and is blended into the front wing supports, a neat and perhaps controversial layout.
In the complex outer section of the front wing there is a small zeppelin like shape on the outer portion of the forward upper element. It is almost certainly a sensor housing similar to the ones uses on the W04 at some races last year (below), though this sits lower so may not be associated with the tyre.
On the top of the nose the mounting of the pair of mandatory camera housings is very eye catching, similar in concept to the layout on the Ferrari F14-T.
The inspiration for this layout seems obvious at first, as the Honda RA108 featured the famous rabbit ears on its nose (and don’t forget the Honda F1 team morphed into Mercedes via Brawn GP). However the reality is likely more complex.
One area of interest will be the front wing mounting, something in this region failed at high speed during the first day of testing causing the car to sustain significant damage after it hit the wall (above). Mercedes claimed that it was not the very small section linking the nose to the front wing (below) but did not elaborate on the cause
Some interesting details can be seen around the sidepod duct of the W05, the small turning vanes on the leading edge are a direct carry over of the concept used on the W04 as is the larger vane on the outer edge. The purpose of the curious blister alongside the cockpit is not clear.
The rear suspension of the car is once again a pullrod layout (below). The exhaust exit is clear to see sat on top of the rear impact structure, interestingly unlike many studio shots of cars Mercedes opted to shoot the rear car just after its shakedown run at Silverstone. Note the blue exhaust (a sign it has been run hot) as well as the scorch mark on the vent above the turbocharger.
The vent on the rear bodywork is similar in design (and function) to that on the Ferrari F14-T, note the blisters on the bodywork to accommodate power unit components like the turbocharger housing.
The rear wing endplate is interesting in its design with two slashes in the lower portion of it. It is clear to see the vent on the engine cover.
Mercedes conducted some flow vis runs at the Jerez test. Here we get a good look at the dye patterns on the rear wing.
From the rear you get a good look at the shape of the mercedes and can see deep inside its cooling ducts to the exhaust pipes heavily shrouded and feeding up towards the turbocharger. The winglet under the exhaust pipe and diffuser U are of interest.
At Jerez the car ran with a cooling outlet on the right hand side of the car but not the left. Note also the small centreline cooler.
TEST 02: SAKHIR, BAHRAIN
Mercedes opened up the rear of the W05 in Bahrain (above) compare the new design with the much larger cooling exit (transmission cooler just visible) with the old (below)
At the trailing edge of the side pod a gurney was fitted, perhaps in an attempt to improve airflow through the car.
A look at the lower front wishbone, an interesting design feature of the W05. The chassis ‘ears’ are also of interesting design.
During the test the car was fitted with various sensor arrays to monitor aerodynamic performance, including this very large one.
Note how it is attached to the chassis (below).
TEST 03: SAKHIR, BAHRAIN
Mercedes has tried a number of sidepods on the W05, with three versions apparently in use at Jerez. The launch spec version (above) barely lasted until the second day in Spain. It was later replaced by a slightly more rectangular version for the bulk of running (below)
At the second Bahrain test, a new more curved side pod had taken the place for most of the running (below).
A look from the above shows the new more sculpted engine cover, note the cooling louvres have been removed leaving a large slot.
New louvres appeared at the third pre season test (below), these are similar to the ones used for some time by Force India.
Compare with the version used at the previous tests (below).
Mercedes has clearly been able to advance its aerodynamic programme faster than some other teams still struggling to get the new power units working correctly.
A new floor was fitted to the W05 at the third test, compare the original specification (above) with the new (below)
RACE 01: ALBERT PARK, MELBOURNE, AUSTRALIA
Car 06:
Chassis: F1 W05/03
Result: 1st
Car 44:
Chassis: F1 W05/01
Result: DNF (engine)
Before the race Mercedes changed the following parts of the cars
LHS rear caketin drum and LHS rearward barge boards on both cars
44 Hamilton: RHS rearward barge board, voice radio
06 Rosberg: LHS hydraulic assembly
Melbourne showed the sheer pace of the Mercedes which scored its 100th F1 win as an engine supplier, and finally we got a first look at the Mercedes engine. As exclusively revealed in the latest issue of Racecar Engineering where Peter Wright observes “Intriguingly, and contrary to the pictures of the Mercedes PU published so far, Mercedes has split the compressor from the turbine, locating the former at the front of the engine and the latter at the rear. In between, mounted in the V, is the MGU-H being driven/driving the turbine and compressor via shafts. This arrangement allows all the cold parts and charge-air ducts to be mounted forward and the hot parts at the rear.” This can clearly be seen in the image below
Its also worth noting the shape of the oil tank, something that must have taken some serious analysis work to develop. Mercedes HPP had to call the fire brigade to its Brixworth facility at one point during the engines development, they claimed it was a turbo fire, but a turbo on fire surrounded by oil is a different matter! Peter Wrights observations are a fascinating insight into how the teams have dealt with the new rulebook and can be read in full here: Racecar Engineering April 2014
The two W05’s were fitted with a new front wing in Free Practice, there are a number of changes to the outer elements compare the new design (above) with the old (below). Mercedes is said to have hoped to have brought a whole new nose design to Melbourne but apparently it has struggled to get it through the mandatory crash tests.
Additional cooling was added to the W05 in the form of two ‘ears’ on the roll hoop of the car. These are not thought to be part of a rear wing stalling device, although that is legal under the 2014 regulations. It is worth noting though that the Mercedes has a very good top speed at Albert Park.
RACE 02: SEPANG, MALAYSIA
Arriving at the Malaysian Grand Prix many in the pit lane wanted to have a look under the skin of the car that dominated the previous race. Set-up day at Sepang gave that opportunity.
On most 2014 F1 cars the space directly beneath the side pod duct is cluttered with various electronic and hydraulic control boxes, but on the Mercedes this is all housed neatly in a carbon fibre case (above). This very neat and tidy philosophy carries throughout the car. Note the upper and lower side impact structures, in 2014 these are identical on every car.
On the opposite side the concept is the same but the layout is different, note the gas bottle, this is likely for the valve actuation.
Mercedes had been very touchy about anyone getting a look at its power unit installation but here it is. The rearmost heat exchanger mounted on the exhaust is for an unknown purpose but possibly cooling the MGU-K. The radiator ahead of it is the gearbox cooler. The stressed cylinder hear can be seen clearly and the exhaust manifold is incredibly neatly packaged under a metallic heat shield. Between the exhaust manifold (header) and the head/block there is another heat shield, which appears to be coated with a ceramic thermal barrier such as those offered by Zircotec. The air filter is just visible at the top right of this picture.
With the ducting added the installation is clearer, the two ‘ears’ on the roll hoop feed the small cooler that sits on top of the exhaust (which we believe is for ERS cooling). The main roll hoop duct appears to feed both the plenum and the transmission cooler.
At the rear of the car the transmission and the area around it is also incredibly neat. The composite casing holds the rear wing supports.
There is some very interesting detailing around the front splitter, seen here with some of the covers removed. The small stay at the front of the splitter is backed up by a rather more substantial part. Interestingly the whole assembly is separate to the car floor.
The splitter can be seen with the cover fitted but it still leaves some intriguing shapes such as a small hole at the leading edge.
A look at the front brake setup on the Mercedes, note the drilling pattern on the discs and the layout of the cooling ducts. The Brembo calliper is mounted at the back of the disc.
The rear brakes have a slightly different layout, the suction is clear to see but the calliper is mounted toward the base of the disc.
The master cylinders are clear to see as the nose is removed from the car. The bulkhead retains the inboard front suspension pickups slightly forward of the front of the chassis. This concept was used on the W04 as well. The upper section on the bulkhead is obscured by the tool chest placed on top of the chassis.
RACE 03: BAHRAIN
Car 06:
Chassis: F1 W05/03
Result: 2nd
Car 44:
Chassis: F1 W05/01
Result: 1st
Shortly after the Bahrain Grand Prix it was announced that Bob Bell, the Technical Director of the team was to leave.
RACE 04: SHANGHAI
Car 06:
Chassis: F1 W05/03
Result: 2nd
Car 44:
Chassis: F1 W05/01
Result: 1st
At Shanghai Mercedes introduced a new nose and front impact structure. The new version (below) is the one that the car was originally designed to use but struggled to pass crash tests. Compared with the version run in the opening races (above) the new version sits slightly more rearward and is slightly higher.
A nice look at the front brake mounting of the W05 with the disc removed (below). Note the upper wishbone mounting point on the upright.
Development around the diffuser area of the W05 has been ongoing. At Shanghai it featured this neat little winglet stack under the exhaust exit (below)
With the floor removed from the car a similar solution can be seen more clearly. (below)
Here we get a good look at the air filter housing and pipework feeding both the intercooler and compressor which on the Mercedes is mounted at the front of the engine (below)
The engine installation on the W05 is exceptionally compact and far neater than other cars on the grid.
The transmission on the W05 features a structural carbon fibre outer skin which carries some loads, as well as a titanium inner case. This gives the team more flexibility in terms of rear wing mounting points and rear suspension pick ups.
RACE 05: BARCELONA
Car 06:
Chassis: F1 W05/04
Result: 2nd
Car 44:
Chassis: F1 W05/01
Result: 1st
Nico Rosberg received a new chassis at the Spanish Grand Prix, the 4th W05 to come out of Brackley. At the Spanish Grand Prix the Mercedes W05 was officially renamed the Mercedes W05 Hybrid. At the post race test W05/02 made a rare appearance.
RACE 06: MONACO
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/01
Result: 2nd
At Monaco Mercedes fitted a high downforce package to the W05. The most obvious part of this was the ‘Monkey seat’ winglet at the rear end. Note the ceramic thermal barrier coating on the underside.
RACE 07: MONTREAL
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/05
Result: DNF (ERS)
Hamilton received a new chassis in Montreal. But its first race saw a failure of the High Voltage electrical system causing the failure of the MGU-K and as a result the rear brakes failed.
Paddy Lowe: We experienced a near simultaneous failure of the MGU-K on both cars just after half distance, which was apparently caused by an issue in the high-voltage Control Electronics which manage the MGU-K. This meant both cars lost hybrid power from this point onwards and, without the additional braking force of the MGU-K, this also put a much higher load on the rear brakes. Lewis then suffered a complete rear brake failure after his second pit stop, which was a consequence of the MGU-K fault.’
RACE 08: RED BULL RING
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/05
Result: 2nd
RACE 09: SILVERSTONE
Car 06:
Chassis: F1 W05/04
Result: DNF (Transmission)
Car 44:
Chassis: F1 W05/06
Result: 1st
Lewis Hamilton received a new chassis at Silverstone.
Paddy Lowe: ‘It was a real blow to lose Nico’s car: there was an early sign of a problem with a strange downshift, then it went away for 10 laps before recurring. We tried to change settings to remedy the situation but ultimately he lost drive and had to retire.’
Mercedes ran revised rear wing supports on the W05s at Silverstone. Compare the new specification with its small monkey seat and narrow supports (above) with the older version (below)
RACE 10: HOCKENHEIM
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/06
Result: 3rd
During qualifying one of the Mercedes suffered a catastrophic failure of its front brake disc. The Brembo discs were changed on both cars to an alternative suppliers product.
Later Brembo issued the following statement:
Following extensive joint analysis of the previously unseen failure mode experienced by Lewis Hamilton during Q1 at the German Grand Prix, Brembo and MERCEDES AMG PETRONAS have reached definitive conclusions concerning the cause of the failure.
First of all, both parties can now confirm that the quality of the disc material was not a contributory factor.
Instead, extensive analysis and experimentation has demonstrated that the specific interaction between the structure of the brake material in question and the brake mounting on the F1 W05 Hybrid was at the root of the failure. Countermeasures have already been applied to both the disc geometry and the mounting to ensure there can be no repeat of the failure.
These developments allow the team to once again run Brembo brake disc material, should it choose to do so, in race conditions.
FURTHER READING: COULD BRAKE SYSTEMS DECIDE THE 2014 WORLD CHAMPIONSHIP?
RACE 11: HUNGARORING
Car 06:
Chassis: F1 W05/04
Result: 4th
Car 44:
Chassis: F1 W05/03
Result: 3rd
In Hungary Hamilton switched to W05/3 the car used by Rosberg in the opening races of the year.
A fire damaged the power unit of Hamiltons car.
RACE 12: SPA
Car 06:
Chassis: F1 W05/04
Result: 2nd
Car 44:
Chassis: F1 W05/03
Result: DNF (Rosberg)
RACE 13: MONZA
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/05
Result: 2nd
At Monza Hamilton switched back to W05/05 which he had used at two races earlier in the season.
RACE 14: SINGAPORE
Car 06:
Chassis: F1 W05/04
Result: DNF (Wiring loom)
Car 44:
Chassis: F1 W05/05
Result: 1st
Paddy Lowe: Nico suffered an electronic problem within his steering column. This manifested itself on his laps to the grid and we changed the steering wheel on the grid in the hope this might resolve the issue. But it became clear as soon as he started the race that only his gear change paddles were working.
This meant he had no control over the clutch, or the many different functions he manages from the steering wheel. Among other things, he had significantly reduced energy deployment, which meant he couldn’t pass even the slower cars he encountered. At the pit stop, the car became stuck in neutral and we decided to retire because we judged that the mechanism required to restart would have been too dangerous.
RACE 15: SUZUKA
Car 06:
Chassis: F1 W05/04
Result: 2nd
Car 44:
Chassis: F1 W05/05
Result: 1st
RACE 16: SOCHI
Car 06:
Chassis: F1 W05/04
Result: 2nd
Car 44:
Chassis: F1 W05/05
Result: 1st
Mercedes wins World Championship. With 13 wins, 35 podium finishes, 16 pole positions and 14 fastest laps from 16 races, the Mercedes-Benz PU106A Hybrid Power Unit has taken 64% of all available World Championship points thus far in 2014, leading 88% of racing laps in the process. Meanwhile, the Mercedes-Benz F1 W05 Hybrid has taken 34% of points available, leading 85% of racing laps.
RACE 17: CIRCUIT OF THE AMERICAS
Car 06:
Chassis: F1 W05/04
Result: 2nd
Car 44:
Chassis: F1 W05/05
Result: 1st
Drivers title is now between the two Mercedes
Interlagos
RACE 18: INTERLAGOS
Car 06:
Chassis: F1 W05/04
Result: 1st
Car 44:
Chassis: F1 W05/05
Result: 2nd
RACE 19: YAS MARINA
Car 06:
Chassis: F1 W05/04
Result: 14th (ERS failure)
Car 44:
Chassis: F1 W05/05
Result: 1st
CHASSIS LISTING
W05/01 (5 races, 4 wins)
Wo5/02 (0 races, used at Bahrain and Barcelona tests)
W05/03 (6 races, 1 win)
W05/04 (15 races, 6 wins)
W05/05 (9 races, 5 wins)
W05/06 (2 races, 1 win)
The 2014 Formula 1 season provided some of the most complex cars and power units ever seen in the sport. From the first test Jerez in January, Racecar Engineering has brought to you all the latest developments.
In this supplement, available to download for free, we examine every car on the grid, the engines, and how the teams interpreted these new regulations.
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