Mercedes AMG W05 F1


El Mercedes W05 es la apuesta de la escudería alemana para hacerse con el título de Formula 1 2014. El coche viene cargado de novedades impuestas por la nueva normativa de la categoría. Destacan principalmente el nuevo propulsor V6 turbo, sustituyendo a los antiguos V8 atmosféricos, y la nueva configuración del morro, que obliga a que los monoplazas tengan la parte delantera más baja, haciendo que esta temporada veamos unos de los coches más feos de los últimos tiempos.


La solución que el equipo Mercedes AMG ha encontrado para adaptar su morro a la nueva normativa es bastante más estética que la mayoría de sus competidores y acercandose a la solución del Ferrari F14 T. Destaca también los dos apéndices situados en los laterales del morro justo delante de los brazos de la suspensión, que ningún otro equipo ha optado por darles esa forma.

Una de las principales características de este coche es su propulsor, el Mercedes PU 106A Hybrid Power Unit. Se trata probablemente del mejor motor de esta nueva era, ya que por los resultados de los test invernales podemos decir que han conseguido realizar el mejor trabajo de entre todos los motoristas. 






Especificaciones técnicas (Inglés) 

MonocoqueMoulded carbon fibre and honeycomb composite structure
BodyworkCarbon fibre composite including engine cover, sidepods, floor, nose, front wing and rear wing
CockpitRemovable driver’s seat made of anatomically formed carbon composite, Sabelt six-point driver safety harness, HANS system
Safety structuresCockpit 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 SuspensionCarbon fibre wishbone and pushrod activated torsion springs and rockers
Rear SuspensionCarbon fibre wishbone and pullrod activated torsion springs and rockers
Dampers Penske
WheelsAdvanti forged magnesium
TyresPirelli
Brake systemCarbon / carbon discs and pads with rear brake-by-wire
Brake calipersBrembo
SteeringPower assisted rack and pinion
Steering wheelCarbon-fibre construction
ElectronicsFIA standard ECU and FIA homologated electronic and electrical system
InstrumentationMcLaren Electronic Systems (MES)
Fuel systemATL Kevlar-reinforced rubber bladder
Lubricants and fluidsPETRONAS

Transmission

GearboxEight-speed forward, one reverse unit with carbon fibre maincase
Gear selectionSequential, semi-automatic, hydraulic activation
ClutchCarbon plate

Dimensions

Overall length4800mm
Overall width1800mm
Overall height950mm
Overall weight690 kg

Rear Wing / Bodywork

At the very tail of the car, the lower rear wing has been removed and the size of the top rear wing ‘box’ has been reduced by around 10% (down from a maximum height of 220 mm to 200 mm), while the DRS slot is also bigger than in 2013. In terms of bodywork, two opposing influences exist; one focused on ensuring the car operates within an optimal temperature range, the other on packaging the related cooling systems.



Front Wing / Nose

Starting with the most obvious visual change , the reduced width of the front wing – down from 1800 mm to 1650 mm – has a sizeable effect on aerodynamics, as this defines the flow of air over the entire vehicle. The maximum height of the nose has also been reduced significantly to 185 mm (down from 550 mm in 2013) to increase driver safety.



Gearbox

The gearbox requires an all-new design, with eight forward gears and one reverse. Where previously gear ratios could be optimised at each race weekend to suit the particular demands of a circuit, a single ratio choice must now be nominated before the start of each season. While the broader torque band of the turbocharged V6 configuration makes this less of an issue, it is still crucial to get this right if the driver is to maximise corner speed and eventual top speed down the straights. The main concern however is endurance, with the gearbox itself required to last for six events (compared to five in 2013). This includes the ratios, which previously could be changed for every event.

While crankshaft speed has dropped, along with the number of cylinders subjecting loads onto the crankshaft, input into the crankshaft is fundamentally different; with large quantities of torque and different oscillations. Producing a reliable unit which can deliver power efficiently from the Power Unit to the road will be of great importance



Información y datos: Mercedes AMG F1
Imágenes: Media Mercedes AMG F1

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