Mercedes gives 2014 car first run at Silverstone
Posted By: Editor   |  24 Jan 2014   |  7:49 pm GMT  |  104 comments

Mercedes have given their 2014 car its first run at a cold but dry Silverstone.

The Brackley-based team used one of their allocated filming days, which are allowed under testing restrictions, to give the W05 a shakedown with Nico Rosberg at the wheel.

The car completed 40km on demonstration tyres. It will get its first proper run out at the first pre-season test in Jerez, which starts on Tuesday.

Here is a You Tube sound clip from the team of the V6 engine in action. It sounds like an F1 engine, just one without the higher rev range.

Rosberg tweeted: “Such a great feeling. Just drove my new silver arrow for the first time. It looks quick, but I don’t know if it is quick yet!”

Mercedes have yet to reveal images of their 2014 car publically, with a low-key roll-out planned for the first day of the test.

The team said that Lewis Hamilton will drive the car on Tuesday and Thursday, while Rosberg will get a run on Wednesday and Friday.

Toro Rosso also used one of their filming days to give their new car a run out with Jean-Eric Vergne and rookie Daniil Kvyat in action at Misano in Italy.

The team tweeted: “And now…the track! Today we had a successful filming day @circuitomisano with @jeanericvergne and @dany_kvyat.”

Toro Rosso plan to reveal their new car on Monday at Jerez, one day before the first pre-season test starts.

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Well after those tests I think it proved a lot of people wrong the cars with the mercedes pu are quicker quite a bit quicker in top speed but also it’s worth noting that Nico’s best lap was only 0.9 around that away from the pole of last year (set by nico) so I believe by the time the car gets to Bahrain it will of found atleast a second!


Why does having engine production “in-house” make for better integration?

Surely better integration is about better understanding – communication between the departments is the key. Timing of that communication is the important bit. Nobody will fully understand what happens until the cars are on track. It sounds like Force India and Mercedes were both on track at Silverstone. So I guess the real test will be how Force India fare against Mercedes in comparison to how they did last year.


Johnathan, just to clarify my comments, what I mean is because Mercedes (and Ferrari) are “works” teams and build their own chassis and engine, there should be (should be!) much greater level of communication between engine and aero guys when the new turbo engine was being developed. When a team is a customer team, it has to design the car around the engine. With a works team, the engine can be designed around the car, because the aero depo could ask the engine guys for exactly the dimensions and placings they wanted. There is a recent historical record to this: every car/team that won the constructors championship from 1999 to 2008 did so in a “works” team that built their own car and engine: i.e Ferrari from 1999 to 2004, Renault in 2005-06 and Ferrari again in 2007-2008 (although I will admit Ferrari were gifted constructors title in 2007 after the spygate debacle). I’m not suggesting that with customer teams it’s an attitude of “well here’s your engine lads, just get on with it and call us if you have a major problem”, but I still have a gut feel if Merc can use their insider knowledge of their new V6 engine with an aero efficient chassis, it could give them an advantage. However, I will admit that this is a theoretical advantage, and we all know that what the CFD predicts doesn’t always cognate with on track performance. Let’s see!


If McLaren had won the WCC in 2007 (no Spygate or lost team points from the HUN GP that year), it still would’ve been a works team. Only Brawn in 2009, and RBR in 2010 are the exceptions. RBR signed their “works” deal with Renault in Sept 2011, but for all intents and purposes they were Renault’s “works” team from the start of that season.


Hmm, McLaren wasn’t your typical F1 customer team from 2010 on. They didn’t have to pay for their engines until this past season, and as the “best bet” Mercedes team for 2010-12, the relationship with Mercedes was closer than it would have been with say Force India. Mercedes and McLaren were never both at the front fighting it out in any of those seasons. If they were, it would’ve been interesting to see how things would’ve unfolded.

Plus all of those seasons happened in a “frozen engine formula” period, so the Mercedes factory team couldn’t reap the same level of benefits then, as it can now, with the new engine formula.

Not sure about your Toyota vs Williams point … Toyota beat Williams in both 2008 and 2009. Plus the comparison to Mercedes and McLaren doesn’t hold, as while Toyota had a mammoth budget vis-a-vis Williams in those years, it was Mercedes that had the smaller budget vis-a-vis McLaren in the three seasons after taking over Brawn GP.

Tealeaf, I thought before that you said that Mercedes would likely win the WCC this year, now you certainly doubt that? Perhaps that’s why you’re rarely wrong (:-D), b/c you manage to hold a number of different positions simultaneously?

Who are the usual suspects then? Nail your colours to the mast.


Saying all that its maninly true you need a works engine to be competitive, BUT remember since 2010 Mclaren has been a customer Merc team but apart from last year Mclaren has always been faster than Mercedes works team, also similar things could be said about Williams compared to Toyota from 2007-2009, as you said RBR compared to Renault’s works team and probably a few other examples, I certainly doubt Mercedes will get the jump on the rest this year, I might eat my words but then over the years I’ve been rarely wrong so I’ll stick to it, at the end oc the year the usual suspects will be occupying their places.


Not having to run to a lawyer to check if the next question is covered by the 1000 tree’s worth of confidentiality agreements would help a bit with communication too!


The engine department is a few metres away from chassis. The communication should be seamless


I can’t wait to see the Merc and the Redbull’s nose configurations. This looks like the major difference between the cars.


I reckon that Mercedes might be in the pound seat for 2014. I think because Merc produces its own engine and chassis in house (well, just a few miles from each other), it will have a much better understanding of the integration of all the the turbo plumbing/ERS system required to fit into a very slim chassis. Both Lewis and Nico are also somewhat on the slim side (both weigh under 11 stone) so that will be an advantage. I was impressed with Mercedes last year: the car had good downforce and good suspension compliance to cope with the bumps on tight twiddly tracks such as Monaco and Hungary but it also had excellent aero balance and good straightline speed that are required for the high speed swoops and long straights of Silverstone. I think Lewis joined the team back in autumn 2012 having seen the potential of the turbo Merc combined with the recruitment of some talented players in the aero department. Unlike Ferrari and McLaren, Mercedes seems to have a good clarity of thought and direction in its aero department. If that potential is realised, then I think Lewis and Nico could be in for a glorious sporting summer. We shall see!


Fair enough you are a great Hamilton fan and will support which ever team he drives for, BUT… Merc’s main advantage last season was that FRIC suspension and either Redbull and Mclaren have copied it or they would have found a better solution, there’s no way Ferrari will have a much worse chassis than Brackley and we all know Vettel unless his car is on average 0.6 slower then he will win the title even with a few mechanical failure whilst leading, you just want to hope Hamilton doesn’t implode during the season again.


I like your shining wit sir! No, I’m not biased towards Lewis, I like, admire and respect all the drivers. I’m basing my judgement on pure gut feeling. I just feel that Merc has momentum, facilities, a good aero department and budget coming into the 2014 season. I may be wrong of course. I agree the charging Bull will by there or thereabouts; Adrian and Sebastian are a superb double act and then add on shrewd and streetwise tactical nous of Red Bull, and, yes, they are a formidable combination. Agree with that. I’m not sure about Ferrari though. In recent years Ferrari have lacked good aero balance and down0-force. Also, have you noticed Ferrari’s weakest tracks in the last few years have been Melbourne, Monaco and Hungary, suggesting that Ferrari’s suspension compliance isn’t very food. Having said that, with James Allison having some input into the new 2014 Ferrari perhaps he can give the Italian stallion some vision and direction in the design department. We shall see. That’s the great thing about pre season F1: we just don’t know!


How dare you say anything nice about a team other than Red Bull!!

Excuse TL, he gets like that. 🙂


Apologises for some typing mistakes, I meant to write Ferrari’s suspension compliance isn’t very good, not very food! I should be more precise; just like Sebastian and Adrian!


The new technology will bring unpredictability and new ideas for one im sure lotus will be using air to water cooling! Which allows smaller side pods and therefore less drag


For all of you who doubt the new V6 engines I can tell you for a fact that that the new cars will be only a few tenths off last years! The rules this year also brings variety into f1 with different shapes e.g. Noses. The new pu’s (power units) also will allow quicker acceleration! All in all this is good for f1 and expect higher viewing rates this year!! #silverarrows


Quicker acceleration? 600hp and 700kg faster acceleration than V8’s 750hp and 640kg? Or worse still back in the V10’s 950hp and 650kg. Now tell me which of these has the lowest power to weight ratio. Unless these units can pump out more than 850hp with ERS then they won’t even accelerate faster than a road going 1000cc bike.


Dear leatleaf, I agree, In an ideal world we would have at least 1500 Bhp per tonne power to weight ratio, can’t argue with that. Unfortunately Formula 1 is a bit financially constrained at the moment, for a multitude of reasons, so performance and costs have to be reigned in. I agree with your principles, but the reality of the fiscal state of F1 means that it won’t happen.


Dear KRB, thank you for your kind comments. At last, I’ve found at least one person who thinks the new turbo V6 engine is a move in the right direction for F1!

Personally I loathed the old V8 engines. They were gutless, had very little torque, very thirsty – and therefore wasteful and inefficient. I din’t like that the sound either: the V8 sounded whiny and adenoidal, an overload of treble and not enough bass.

As I’ve mentioned earlier, Formula 1 is the ultimate confluence of the European car, photo-visual and sporting industries, and usually grand prix racing is the proving ground of new technology, so it seems a bit odd that we we stuck it out with the out-dated and wasteful normally aspirated V8s. Apparently, the original idea was an inline 4 turbo for the 2013 season, but Red Bull and Ferrari knocked that idea on the head as they said they would to have use a space-frame to cradle the straight 4 engine, so can we have a V6 configuration that we can use a stressed member? The FIA relented, so that accounts the extra year’s wait.

The other big advantage is the use of electronic recovery system and turbo compounding systems already used by the european car industry (i.e the Ford 1.0 ecoboost engine). It’s very clever, yet very simple: why not use the thermal discharge generated by the engine – the waste product of heat – and then capture the heat to increase the speed of the pistons and valves, et al via the turbo/block and also an electrical generator? Great idea: more torque, more driveability and crucially more efficiency. I’m surprised nobody in the FIA thought about that before!

As for the sound of the V6 turbo, I may be in a minority, but I like the sound of a small capacity forced induction engine. V6 turbos usually have a guttural, muffled, bassy growl enhanced by the wastegate clattering. V6 turbos sound like Thor gargling nails!

To KRB and everyone who thinks these turbo engines are great news, go onto YOUTUBE and type in DUMFRIES ADELAIDE ONBOARD and NAKAJIMA JACAREPAGUA ONBOARD. At the end of 1986 and into 1987 Lotus allowed FOCA to mount a camera on the side of its cars (not Senna unfortunately). Never mind, what is the matter is the torque, sensation of speed and the SOUND! Just listen to growling Renault (1986) and Honda (1987) bi-turbo V6 engines! Like I said, a truly fantastic guttural growl. If these new 2014 F1 engines even sound half as good, we are in for a sonic overload!

Anyway, KRB thanks for your comments. Thank goodness F1 has come to it senses and embraced turbo compounding technology. As you rightly point out, lets put the MOTOR back into MOTOR SPORT. Here’s to a great season!


Gaz Boy, indeed it’s the right thing for F1. Put the ‘motor’ back into ‘motorsport’. Turbo’s are the way road cars are going. And GDI, for fuel efficiency … it’s all going that way. F1 was doing its best to miss that particular parade. Now hopefully they can place themselves at the head of it.


I think the switch to turbo engines by the FIA is the right one. I know Mark Hughes, Gary Anderson and Martin Brundle agree as well. Normally aspirated petrol engines are awfully wasteful and inefficient: at least 70% (possibly more) of the petrol required is basically waste product. With the new turbo technology allied with the clever electronic ERS system, at least the new engines are using the thermal discharge of the turbo/block to provide extra turbo/boost power, therefore increasing torque and efficiency. The European car industry is switching to small capacity turbo-compounding engines (such as the 1.0 3 clyinder turbos used by Ford and Vauxhall) and as F1 is the shop window of the European car and sports industry it is only correct to follow suit. If anything, F1 is slightly behind the curve ball with turbo compounding technology in its application, but better late than never.


Yep, design a new engine and new energy recovery system, and do the gearbox while you’re at it. That will save a whole heap of money said no team ever…

On that note James are there any estimates on the true cost of these changes?


Sorry, typing error again, I meant dear tealeaf. Good job I don’t have to race around Monaco in F1; I’d be hitting the barrier every corner! (Having said that Mr Grosjean last year at Monaco was doing exactly that!)


Bear in mind as well maximum fuel capacity this year is 100kg; with the V8 it was around 160Kg or thereabouts. So with the 640 Kg V8 add on 160 Kg that makes 800 Kg at the start of a race. New V6 turbo 692 Kg plus 100 Kg so at the start of the race 792 Kg, a saving 8 kG which is around 2 tenths of a second a lap. So actually, new cars slightly lighter – provided the teams can stick to the weight limit. That’s why this year drivers weight is more critical than ever. Also add on the fact that the a turbo engine plus electrical unit which produce a bucketload of torque more than the old V8. Also, at relatively high altitude/inland tracks such as Osterreichring, Silverstone, Nuburgring Spa, Austin and Interlagos the turbo engine won’t suffer from loss of power compared to the normally aspirated V8 as the engine power and torque is generated by exhaust gas, not the air. I think everything will even itself out.


As I was saying torque is generally negated as the revs will be kept high in racing conditions, if torque/weight was really an indicator of true acceleration the old F1 cars and 1000cc bikes would be blown away by other Formulas but in reality those ‘torqueless’ Formulas had the fastest accelerating vehicles, but KRB you made a good point about these power units could make 850hp combined with ERS, if that was thr case then I’d be more happy about the performance of these cars, but I doubt it the reality is we’re seeing 800kg cars pushing out an average of 500hp in the races and that is not Formula 1, pinnacle of motorsport my backside, we need 1500-2000hp per tonne thats when drivers will really be tested.


Great post. 160 kg’s though? I thought the average was 140-150 kg’s? Heard also that some teams might be getting near 700 bhp from the ICE itself, so that’d be 850-860 bhp.


The ICE is around 600hp the MGUK is another 160hp so they will be around 750-760hp max.


Actually the cars will be producing 700hp and with the massively higher amounts of torque this will mean a quicker acceleration speed


“Anyway however you look at it these cars will be slower in a straight line than any of the past eras post early 80′s “

How can you know? Aerodynamics are worth more than horsepower and they’ve lost the beam wing that was creating quite some drag, they’ve made the front wing narrower and the rear wing shallower, which has the potential to cost some drag too. And you know that drag is what also slows down acceleration. So it may well be that these cars can go as fast as the previous ones. But if that helps to minimize the time over a race is an entirely different question; you might actually spend less time on the whole race, if you slow down a little and be more efficient on fuel. Average power is king, not peak power. If you gain more average power by cutting down peak power, this is what you do. You need to keep yourself the possibility to max the power for an overtake, but for most of the race you won’t like to do that.

And for fuel consumption alone, you don’t want to keep revs as high as possible, but on the sweet spot, which may not be the spot where it delivers the most power, but where sufficient power meets bearable consumption. And you can bet that they will try to make use of the whole usable rev band; what is where the high torque steps in: as the torque is delivered by the electric motor on low revs, this is where electric engines really shine. And if you have ever seen a Tesla Model S accelerating against comparable combustion engine cars, like the Audi S8, you know that this kind of torque that you get from the very first revolution is king.


Torque only matters if you struggle to get the revs up, but the way F1 cars are setup they use to have short gear ratios and the revs stay high so no issues there, if torque in motor racing was that useful for pure performance then remember the Le Mans car Peugeot 908 V12 turbo diesel? That car produced roughly 900lb ft of torque, probably 5 times the amount an V8 F1 car produced, those cars were merely 250kg heavier than F1 cars, now going by torque over weight they blew F1 cars to the next planet but they wasn’t faster accelerating than an F1 car, trust me acceleration will be slower than ever in F1. and correction the V10 days I meant to write th cars were 605kg not 650kg, a typo.

Anyway however you look at it these cars will be slower in a straight line than any of the past eras post early 80’s and to be honest thats pathetic, even some standard road cars these days are faster accelerating, this isn’t F1 even with 700hp and 700kg its not that impressive, remember that at the start of GP’s the cars will be 800kg and in fuel saving mode with no ERS they’ll probably be running 500hp, I mean come on! A Moto GP bike would run rings around these cars.


I hope you are right, but how do you know for a fact how fast the cars will be? They are yet to complete a competitive lap on any circuit.


How can you say it as fact? Just wondering. Are you involved with the team?

The cars will only be a tenth off of last year? That would mean the bhp would be significantly higher, as the weight is higher, and the tires will be slower (more conservative).


Wow sounds better than the v8s 🙂


Does James actually reply ?

I’ve not seen on yet…..not complaining just wondering 🙂


Yes definitely! Floods of comments to deal with. 1000s!


Well, if he didn’t that wouldn’t look good. He owns the website!


Who’s this James fella then?


James, any news on Schumi?


No news, only rumours.

I have to say neuro surgeons I speak to in London are not optimistic, based on the information about his accident and condition etc and the way things have transpired.

Not fearing for his life, but fearing for the quality of his life afterwards. They see this kind of thing all the time, sadly, and outcomes are usually not great.


I just listened to the sound clip of the new V6 engine back to back with a YouTube clip of the Honda V12 from Suzuka ’91. I cried.


Argh!!! CHANGE!!! Run for cover!


Did no one get a photo?


We’d all love a classic F1 with Euro-only tracks and V10 (if not V12) 3 litre engines…

…but it ain’t going to happen.

I always thought the V8s were awful after the V10s. The V6s are suitably hi-tech to make them interesting…. turbo and ERS.


Merc only run for 40km yet they are allowed to run 100km, did they encounter a reliability issue?


The car sounds like an Indy Car, awful. Great time for F5000 to return and then we can have a new aurora series, but this time adding indycars too.

Another positive will be we can get some old F1 tracks back on the calendar than these powder puff horrible tracks designed over the last 10 years.


F5000? I don’t think the European customer base of F1 would appreciate that. Europeans believe in the primacy of high technology and innovation, so having a 5 litre V8 yank tank formula would be like the European continent going back to the stone age. No thanks. Turbo compounding technology is the right way to go for F1: the European car industry and European sports industry is embracing more efficient engineering solutions, and as Formula 1 is the ultimate confluence of European technology and sport it should be leading the way.

On the issue of F1 tracks, agreed there are some dullards in there. Thank god Korea has been dropped, but so should Bahrain, Barcelona and Abu Dhabi. Perhaps the Spanish grand prix could return to Montjuich Park, ah imagine that eh? Never will happen though. The three tracks I mentioned are awful: dull tracks, dull racing. I’m gutted Interlagos isn’t the last race on the calender: it’s facilities may be poor, but it is a classic track the like of which F1 is lucky to have. However, the modified Silverstone, Hockenhiem and Spa work quite well: there was no way Formula 1 could ever race modern day grand prix cars on the original layout of the aforementioned circuits: apparently, a 3 litre V10 2004/2005 F1 car would have lapped the original Silverstone at an AVERAGE of 170 Mph! The jury is out on Sochi. Wait and see I guess.


Towards the end of the audio clip, you hear a wailing sound, most likely the ERS system charging under braking… not sure what to make of that yet.


I heard the teaser engine sound… It sounded amazing!!


Me too. Imagine 22 of them at the start of a gp. I think all fears will be allayed when the lights go out in Melbourne. It’s a different sound of course, but it’s enough to burst ear drums.


Sounds like a F3 Car!


(Fifty first viewing)

WOW Look at the detail on that…nope, missed it again 🙁


Off to Jerez on Monday afternoon. Can’t wait to hear the new engines first hand. Hope I won’t be disappointed.

Any chance of a paddock pass James?? 😛


James, do you mind explaining how teams go about decided how to allocate their testing days? Some teams seam to bunch up their drivers’ days say Driver X gets day one and day two, while Driver Y gets day three and day four. Other teams alternate with driver X getting day one and three, while Driver Y gets day two and four.

Just curious if there’s any thinking behind these approaches. Thanks.


I remember Sky did a feature on this last year or possibly the year before. Most teams wanted it to be fair so each driver got alternate days as the testing evolved. A few teams however felt drivers adapted better when they stayed in the car without the distraction of watching their teammate from the sidelines.

Or you have Alonso who wanted to stick to training and leave the early shakedowns to Massa (bet he doesn’t do that this year).


What are “demonstration tyres”


To be more precise, the shape of a tyre and how it deforms under load are keep factors in the car’s aerodynamics. So if these variables are changed then it negates and realistic aerodynamic assessment as the flow off the front wing, especially in corners, will be wrong, and similarly the rear diffuser effects will be different.

This year, with the removal if the beam wing above the gearbox, the coupling of the diffuser and the rear wing is limited and so the rear wing is reasonably unaffected by the tyres.

The tyres don’t need to be hard or low performance. Last year’s Supersoft tyres could be demonstration tyres depending on what this year’s tyres are like.


Basic tyres that don’t offer any real performance. They effectively stop a demo run like this from becoming a proper test.


“Basic tyres that don’t offer any real performance”

I refuse to be the first one to bite…. 🙂


Aw come on, someone has to 😉


So much for Lotus’s “we won’t be the only team to miss the test”. That’s a Merc and the Ren running


With everything we’ve been hearing about them, let’s just hope Lotus doesn’t miss the second test. Or the third. Or Melbourne…


Anyone seen any photos? Surely someone is able to get one or is Silverstone too secure nowadays?


What I’m more intrigued by, is that Force India also shook down (oops, I mean photographed) their car on the same track, on the same day… so each team looked away when the others ran??


James, do you know how the car looks compare to the other cars ?.


Rosberg saying the the new Merc looking quick intrigues me. I was just looking at the pics of the new McLaren and thinking the same thing about that.

Can you intuitively guess with any degree of accuracy how good a car is merely by looking at it? Logic tells me that the aero package is such a complicated thing you can’t assess it on looks alone.

What’s the consensus on this? Can a car look quick? And if so how often does a car that looks quick actually meet its expectations?


Even 5 years ago the consensus amongst engineers and drivers was that a beautiful car would be fast because the rules were still just about intuitive. Now the winning car is rarely the flat out fastest, Newey figured out the whole corner speed and exit stability is king and RBR worked on the ‘qualify up front, build a gap, relax’ style of dominance. This seemed to turn the ideas on their heads – we got cars that fitted the rules but were not pleasant to look at. That ‘intuitive’ look of a fast car is meaningless now. It’s hard for humans to visualise ‘stability’ in airflow – especially when you aren’t talking about making a slippery car, to drive faster in a straight line. The cars are tending to get slower in straight line tests but better at corner control.

TL:DR – no Nico can’t tell anything from the look I think he’s just hopeful.


Depends on who is doing the looking! You and I know no, Adrian Newey maybe. The drivers are initially interested in how it feels. If the car behaves predictable giving confidence then that’s a good thing. As to how fast, that’s a relative thing and depends on the opposition.


Rosberg “looking” was him actually driving. Obviously he has no yardstick to compare so thats why its “looking fast”


To answer your question simply:

MP4-28 – Looked quick, but wasn’t.


You just looked whereas Rosberg drove his 2014 Merc for about 7 laps – thats the difference.


As McLaren and Lotus drop by the wayside with personnel changes and financial difficulties Mercedes has a golden opportunity to shine this year.

Mercedes have the money, drivers, and most of the experienced managers from the past decade in Formula One on their payroll. Time to win.


To me there are a lot of ‘nearly’ men in Mercedes. There was a winner in Brawn, but he was pushed out. Wolff seems sharp, but is untested at this level. Lauda has generally been unsuccessful in his advisory roles. Aldo Costa was pushed from Ferrari as all he could do was continue the Rory Byrne philosophy. Geoff Willis has done some good cars, but no great ones. Paddy Lowe had excellent engineering experience, including the mistakes in the 2013 McLaren, but he’s never been a team manager, so he’s well behind Horner or Boullier in that regard.

The key for Mercedes has been the board’s willingness to out-spend everyone bar Red Bull. Brawn will have been smart enough to do a decent job with the car. Whether the new regime can keep it going, time will tell.


If they don’t it raises some serious questions about a few links in that chain. Mercedes may leave if failure continues.


“Mercedes may leave if failure continues”

Interested that you consider a jump from 5th to 2nd in one year to be a failure. Most people would consider that a resounding success.


I don’t consider it a failure but the Mercedes Benz board has indicated before that spending a fortune on Hamilton, half the top name staff in F1 and the new engine systems is about winning championships and soon.

It’s clear Toto was brought in to purchase the team if Mercedes didn’t see a return. It’s not racing to them, it’s a cash investment in marketing and anything other than 1st isn’t going to be accepted for long.

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