Mercedes’ public acknowledgment that its 2023 W14 has fallen short of expectations has prompted a change in its development plans to recover some of the performance it is expected to make up for rivals this season.

However, it became clear that the car also suffered from some fundamental design flaws that could not be corrected during the season, and required a more significant overhaul as the team prepared for the next Challenger. Cockpit position appears to be one of those issues, with Hamilton criticizing the team’s approach to the new regulations so far.

“I don’t know if people know it, but it’s one of the worst feelings you can have while driving,” he said.

“It really changes the stance of the car and how you see its movement. It’s less predictable than if you sit further back and sit closer together, more centered. That’s just something I really struggle with.

“I listened to the team and that was the direction they said we should go. If I had known I would feel this way, it wouldn’t have happened. It had to change for the future. 100 percent.”

The team has apparently made changes in response to the bad effects the Dolphins and Bounce had on its drivers last season. However, the location of the cockpit hasn’t moved as it needs more of an overhaul as far as the car’s layout is concerned.

Mercedes W14 wing detail

photographer: George Piola

That’s because the cockpit’s placement decisions have knock-on effects up and down the car, with weight distribution, suspension and aerodynamics all affected in various ways. And, given that so much attention has been paid to Mercedes’ decision to pursue the “zeropod” concept, maybe we should start here, as the upper side impact protection structure (SIPS) has been installed in the center wing of the W13 and W14.

In the longitudinal direction, the upper SIPS has a 50mm window in which they can be fastened, but this also depends on the position of the cockpit, if Mercedes chooses to move the cockpit further back in 2023, these structures Must be placed further back.

It would also result in changes to the sidepod design and could lead to Mercedes abandoning its current plans altogether. Instead, the team made some concessions with the sidepod inlet, which has been narrowed, increased in height and pushed back relative to the W13.

Mercedes-Benz W13 and W14 side comparison

photographer: George Piola

The position of the front axle is also a factor in the corresponding feel Hamilton gets from the W14, a regulation-driven decision requiring the axle to be within the 100mm longitudinal window behind the front bulkhead.

In contrast, the Red Bull’s already rearward cockpit position not only puts the driver farther away from the front axle, but also creates more space in the area below the driver to accommodate some of the electronics that would normally be housed within the front axle and other auxiliary equipment. Restrict the side pods and place them under the chassis.

This has the added benefit of more options when it comes to the design of the sidepods, with Red Bull being able to increase the size of its undercuts compared to some rivals.

Red Bull RB18 and RB19 wheelbase comparison

photographer: George Piola

It’s worth noting that while Mercedes hasn’t made changes for 2023, Red Bull has, with a new front suspension arrangement that places the front axle farther forward than the RB18.

It is unclear whether this represents a countermeasure to Pirelli’s tire change, which aims to reduce the understeer produced by the front tires in 2022, or a general improvement over the Milton Keynes team’s position favored by last year’s Challenger.

However, it is clear that it will have an effect on the behavior of the car and will also change the aerodynamic relationship between the wake turbulence generated by the front wheel assembly and the front fenders, floor panels and sidepods.

Cockpit comparison of Mercedes W14 and Red Bull RB19

Photography: Camille De Bastiani