The rear is one of the main areas for teams to seek performance, which is why the rear is often deliberately overlooked in the images published during the presentation. However, during the Barcelona tests, the single-seaters are freely available to external observers, in particular during the starting tests at the end of the pit lane, a strategic observation point for insiders and members of rival teams.
Looking closely at the cars it is possible to notice a conceptual similarity in rear suspension setup between Ferrari and Mercedes. On the occasion of the press conference following the presentation of the F1-75, Mattia Binotto stated that a rather extreme geometry was chosen for the rear suspension group of the Rossa, conceived to favor the circulation of aerodynamic flows towards the beam-wing and the diffuser over the suspension kinematics. In fact, in the lower part, two main elements can be appreciated. The bulky more advanced component probably contains the drive shaft and the front arm of the triangle inside. Immediately behind is the rear element of the triangle, overall outlining a particularly backward and compact suspension unit in the lower part.
A similar configuration is also present on the Mercedes W13 and, consequently, on the Aston Martin AMR22, which shares the rear suspension with the Brackley stable. Furthermore, like Ferrari, the rear element of the triangle is not set back to such an extent as to anchor itself to the deformable structure behind the gearbox, contrary to the geometry adopted by Mercedes in the two-year period 2020-2021. The reason lies in the fact that, compared to previous technical cycles, the aerodynamic components at the rear occupy larger volumes due to the greater height of the diffuser, which in turn is surmounted by the beam-wing. This is the confirmation of how the 2022 revolution has also completely renewed the interpretation of the suspension schemeswhose differences with the past go beyond the simple alternation of push-rod and pull-rod patterns.
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