Symonds described that technology produced from the aerospace industry helps Mercedes to package an ultra-efficient air conditioning which has enabled it to produce the narrow sidepod arrangement unveiled on the very first day from the Bahrain test.
The primary architect from the 2022 rules, Symonds accepted he had not anticipated this type of dramatic interpretation from the rules.
“This can be a very novel approach,” he stated within an interview with F1 TV’s Ted Kravitz.
“I love to see novel interpretations. I must say it isn’t one which I’d likely to see. And I am still really impressed at just how they are obtaining the air right through to awesome the vehicle, however they clearly are.
“It may have got their rivals kind of returning to the rulebook using their red pencil, to see precisely what they have done.”
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Symonds accepted that whenever his group of engineers authored the guidelines and produced a complete-size type of the 2022 vehicle, they anticipated essential for bigger radiator inlets.
“I suppose it had been a little bit more radical than we thought,” he stated.
“Once we developed the the rules of aerodynamics of the group of rules, clearly, we checked out many things, not only downforce producing, but we’d to check out brake cooling, had to check out steering wheel heating. Especially, we’d to check out engine cooling.
“So we were utilizing a bigger inlet than that [around the W13] to obtain the cooling. I believe around the Mercedes, there is a couple of little methods inside which help them in this way.
“As an example the intercooler, is an extremely, very neat device. It is a water/air intercooler, which obviously Mercedes have experienced for a while, however i think this can be a tiny bit different.
“Which explains why they are able to really shrink wrap this vehicle a bit more than the majority of the others can.”
Expanding on which Mercedes tried, he added: “The intercooler which i was speaking about originates from Reaction Engines in Oxfordshire, those who are doing this type of air-breathing rocket motor, and the type of spin-removed from that’s been this really very efficient heat exchanger technology.
“I believe that’s one of the reasons why they have had the ability to make the vehicle how they have.”
Symonds stressed that teams have honed their packaging to create sidepods no more than possible.
“Among the trends we are seeing, and it is not particular to those new rules, but we are simply because it is extremely, tough to begin to package everything in to the sidepods,” he stated.
“People think what’s within the sidepods, surely it is just the radiators, heat exchangers?
“However, there is lots more, there’s lots of electronics inside. I believe many people are moving that electronics into that keel area.”
The sidepods and cooling concept aside, Symonds recommended that little else around the W13 had caught his eye.
“I believe the remainder of it appears, dare I only say, reasonably conventional – should there be this type of factor as conventional,” he stated.
“The leading wing treatment, greatly what we should likely to see.
“Rear wing yes, some alternation in camber for the reason that again, which many people now utilize with this very, very obvious kind of road to the low rear wing, the type of beam wing behind, which many people are attempting to do now.”