Monocoque Moulded carbon fibre and honeycomb composite structure
Bodywork Carbon fibre composite including engine cover, sidepods, floor, nose, front wing and rear wing
Cockpit Removable driver’s seat made of anatomically formed carbon composite, Sabelt six-point driver safety harness, HANS system
Safety structures Cockpit survival cell incorporating impact resistant construction and penetration panels, front impact structure, prescribed side impact structures, integrated rear impact structure, front and rear roll structures
Front Suspension Carbon fibre wishbone and pushrod activated torsion springs and rockers
Rear Suspension Carbon fibre wishbone and pullrod activated torsion springs and rockers
Wheels Advanti forged magnesium
Brake system Carbon / carbon discs and pads with rear brake-by-wire
Brake calipers Brembo
Steering Power assisted rack and pinion
Steering wheel Carbon-fibre construction
Electronics FIA standard ECU and FIA homologated electronic and electrical system
Instrumentation McLaren Electronic Systems (MES)
Fuel system ATL Kevlar-reinforced rubber bladder
Lubricants & fluids PETRONAS Tutela
Gearbox Eight-speed forward, one reverse unit with carbon fibre maincase
Gear selection Sequential, semi-automatic, hydraulic activation
Clutch Carbon plate
Overall length 4800mm
Overall width 1800mm
Overall height 950mm
Overall weight 691 kg
Mercedes-Benz PU106A Hybrid Technical Specification
Power Unit Specification
Type: Mercedes-Benz PU106A Hybrid
Minimum weight: 145 kg
Power Unit Perimeter: Internal Combustion Engine (ICE)
Motor Generator Unit – Kinetic (MGU-K)
Motor Generator Unit – Heat (MGU-H)
Energy Store (ES)
Control Electronics (CE)
Power Unit Allocation: Five Power Units per driver per season
Internal Combustion Engine
Capacity: 1.6 litres
Bank angle: 90
No of valves: 24
Max rpm ICE: 15,000 rpm
Max fuel flow rate: 100 kg/hour (above 10,500 rpm)
Fuel injection: High-pressure direct injection (max 500 bar, one injector/cylinder)
Pressure charging: Single-stage compressor and exhaust turbine on a common shaft
Max rpm exhaust turbine: 125,000 rpm
Energy Recovery System
Architecture: Integrated Hybrid energy recovery via electrical Motor Generator Units
Energy Store: Lithium-Ion battery solution, between 20 and 25 kg
Max energy storage/lap: 4 MJ
Max rpm MGU-K: 50,000 rpm
Max power MGU-K: 120 kW (161 hp)
Max energy recovery/lap MGU-K: 2 MJ
Max energy deployment/lap MGU-K: 4 MJ (33.3 s at full power)
Max rpm MGU-H: 125,000 rpm
Max power MGU-H: Unlimited
Max energy recovery/lap MGU-H: Unlimited
Max energy deployment/lap MGU-H: Unlimited
Fuel & Lubricants
Fuel PETRONAS Primax
Lubricants PETRONAS Syntium
credit: Mercedes AMG F1 Team
Chassis : W04
Engine : Mercedes-Benz FO 108F
The new W04 has higher mirrors to improve rear view , redesigned airbox zone, reshaped sidepods, reworked thermal management, multiple chassis vanes ala Ferrari, Coanda exhausts, a more traditional DRS, a more aggressively packaged rear end, a circular modesty panel on the nose and retains the front push rod suspension refusing to follow Ferrari and Mac laren example .
Winter testing updates :
At least three different rear wing specs were tested , one combined with a blown wing system to cut drag very similar to the one seen last season . A more complicated front wing also hit track while the exhaust zone also been reconstructed to ensure a better heat protection .
Aerodynamic performance : guarantee a predictable car and very promising on development
Speed :. Very fast on low fuel
Tyres management : problems rises on long runs but by far in a better shape than last season
Reliability : insignificant overheating issues , good but still questionable
The new front wing is now 5 planed
Mercedes was the last of the so called top teams to reveal its new 2012 car at 21st of February in Barcelona track. The new car, called W03, is completely new reflecting the iron will of the Mercedes team to prevail in modern Formula 1 and honor the “silver Arrow” nickname earned six decades ago . The positive about the launch delay for Mercedes is the extra time earned for designing the new car, which is crucial for optimizing a car shape , but the negative impact is less real testing time on real track before season starts . Mercedes due to delayed launch of the new car had to test on the first 2012 test in Jerez with its W02 chassis .
The stepped nose configuration is also present on W03 but for sure it is more elegant and sophisticated . W03 nose cone instead of being flat at the top it has an arched shape and a more smooth bulkhead height transition . This is to reduce drag by diverting the air flowing above the nose tip towards the nose sides while the main flow is channeled smoothly over the bulkhead , all aiming lower drag production .
The radical “W-duct” called system which was first seen last season is present on W03 as well and probably evolved a step further . In W02 case , air entered through a small oval hole spotted at the tip of the nose cone and traveled inside the structure , across the wing pylons , and finally ending up inside the flaps following a W-pattern . The system is designed to stall the front wing in a straight line at height speed causing drag reduction hence favoring top speed . When cornering air is channeled only to the half of the flap to improve wing’s balance .
It is unclear how the system really works or how the air is really channeled inside the structure , only an x-ray would tell ,but I guess Mercedes would never give permission for such a thing . For sure the system is to help Mercedes but Michael Schumacher last season complaint about sudden balance loss caused by the system . The system is completely passive , controlled neither by the driver nor electronically/mechanically , and thus is considered to be within regulations .
The front wing is a hybrid design between W02 endplates and flaps inspired by Red Bull having
– The airbox zone features two inlets , one traditional to feed the engine with air and another minor behind the main inlet to cool gearbox and KERS .W02 had also double airbox inlets .
– The sidepod tunnels are very slim and compact with periscope exhausts on the rear top . There are removable sections on the body skin that can be easily replaced with more opened covers , for instance holed or gilled one , to improve cooling efficiency . During early Winter testing W03 was hit by overheating due to the narrow sidepods , with dark spots to appear on the body surface behind the exhaust outlets , caused by heat coming from the inside. I assume sidepod terminal holes will improve cooling once and for all . with a small aero handicap of course .
– The front wheel rim has a ring , known as crown rim design , to improve the way hot air is extracted from the brakes . Ferrari was the first to develop crown rims a couple of years ago .
The rear suspension follows the pull rod philosophy ( in yellow ) , like the W02 . The rear wing also derives from W02 and the DRS mechanism is planted entirely inside the endplates with the flap moving mechanism to be spotted where the red arrows point.
It is rumored that W03 has a clever diffuser , which features a hole under the rear crash structure from which hot air from the inside of the car is guided under the rear light to reach the diffuser central section . The design bears resemblance to Brawn’s double deck diffuser raced back in 2009 . Back then the double deck was fed with air coming from slots at floor level but now the air comes from above .