F1: Technical specifications of Lewis Hamilton’s new Mercedes-AMG F1 W08 EQ Power+ car

PUBLISHED: 14:24 23 February 2017 | UPDATED: 10:05 24 February 2017

The new Mercedes-AMG Petronas Motorsport W08 EQ Power+ [Picture: Mercedes-Benz / Daimler AG]

The new Mercedes-AMG Petronas Motorsport W08 EQ Power+ [Picture: Mercedes-Benz / Daimler AG]

Mercedes-Benz Grand Prix Ltd.

Lewis Hamilton’s new Formula One car, the Mercedes-AMG F1 W08 EQ Power+, has been designed to capitalise on the 2017 season’s different aerodynamic regulations.

The Silver Arrows took the covers off the team’s 2017 challenger at Silverstone today (Thursday) with the official presentation of the new F1 W08 EQ Power+.

The new car livery includes electric blue visual signature to denote the Hybrid powertrain.

The all-new F1 W08 EQ Power+ has been designed to maximise the performance opportunities offered by radically different aerodynamic regulations for the 2017 season, which will probably see the new cars become the quickest in the history of the sport, while leaving sufficient scope for an in-season development rate expected to be among the fastest ever in Formula One.

In F1, major regulation changes have usually been designed to limit performance and provide the technical teams with new constraints to work within.

The new rules for 2017 opened up a new and exciting challenge – the freedom to explore a more generous set of regulations, coupled with the uncertainty of not knowing exactly where targets should be set, or what will represent a good result.

If last year’s W07 was all about refinement and elaborate, detailed evolution, the W08 project has gone back to first principles.

With the car having to be designed before running the definitive 2017 tyres, and in some parts before the regulations had even been finalised, it was important to arrive quickly at a sound base architecture, while following a flexible, adaptable philosophy to allow scope for major developments during the season.

With this in mind, only 17 per cent of the components in W08 have been carried over from its predecessor, with the team’s main focus lying on optimising the car within the new aerodynamic regulations.

This is also the first major regulation change to occur under the Aerodynamic Testing Regulations (ATR), which limit every team to the same maximum amount of wind tunnel testing – 65 runs per week.

Given the extent of the regulation changes, the first W08 concept ran in the team’s 60 per cent Brackley wind tunnel before the first race of last season and has completed over 2,000 runs during its development so far.

In addition to the new shapes of front and rear wing, the biggest areas of aerodynamic opportunity are the floor and the barge board area in front of the sidepods, which have been the focus of significant work.

And while the performance opportunity has been significant, the design teams have also worked to improve the W08 structurally in order to withstand the substantial increases in aerodynamic and mechanical loads.

The Power Unit, christened M08, has also been comprehensively redesigned for the new season.

Although the previous token system did not constrain power unit development since 2014, its abolition allows the technical group more freedom for engineering solutions.

As ever, much focus has been on the primary energy conversion opportunity – the combustion process – but there are also many opportunities for gains further downstream, including within the engine ancillaries.

The new aerodynamic regulations have had a significant impact on the configuration of the engine which, as a structural component of the car, must cope with significantly greater physical loads. To maintain its structural properties, the engine is therefore slightly heavier than its predecessor.

In addition to this comes an increased duty cycle, with the cars expected to spend approximately 10 per cent more of every lap at full throttle – a change that is reflected in a 5 per cent increase in race fuel allowance for the new season.

M08 has also been designed for increased durability, with only four Power Units per driver per season permitted by regulation in 2017.

• Mercedes-AMG F1 W08 EQ Power+ Technical Specification

• Chassis

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, OMP 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: OZ forged magnesium

Tyres: Pirelli

Brake System: Carbone Industrie 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

• Transmission

Gearbox: Eight speed forward, one reverse unit with carbon fibre maincase

Gear Selection: Sequential, semi-automatic, hydraulic activation

Clutch: Carbon plate

• Dimensions

Overall Length: Over 5,000mm

Overall Width: 2,000mm

Overall Height: 950mm

Overall Weight: 728kg

• Mercedes-AMG F1 M08 EQ Power+ Technical Specification

• Power Unit Specification

Type: Mercedes-AMG F1 M08 EQ Power+

Minimum Weight: 145 kg

Power Unit Allocation: Four Power Units per driver per season

• Internal Combustion Engine (ICE)

Capacity: 1.6 litres

Cylinders: Six

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 (ERS)

Architecture: Integrated Hybrid energy recovery via electrical Motor Generator Units

Energy Store: Lithium-Ion battery solution of minimum 20 kg regulation weight

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

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