The new Mercedes W16 for the 2025 F1 season is the result of extensive work on the aerodynamic front. At first glance, it may seem like a simple evolution of the W15, a car plagued by various fundamental issues. James Allison, technical director, commented on the new creation, stating that every visible aerodynamic surface has been updated and adapted to address last year’s problems at their root. The work on the new car was not aimed at developing macro areas or seeking a revolution in design philosophy.
We are now in the final year of these regulations, and as mentioned on several occasions, teams are approaching what is commonly referred to as the “performance asymptote.” Beyond a certain limit, it becomes increasingly difficult to achieve further lap time gains, causing the field to naturally close up. The Brackley-based F1 team has therefore focused on optimizing what already worked, without radically altering any area of the car, instead refining and correcting what was not performing perfectly.
The engineers pursued two main objectives. The first was to increase mechanical grip in the more technical sections of circuits, while the second was to improve the thermal balance of the tires between the front and rear. In 2024, it was often observed that the rear end overheated while the front remained cooler, creating an imbalance that became a key focus for the 2025 season. According to available information, Mercedes has resolved the inconsistent performance issues with the W16. This is the hope that awaits confirmation on track.
F1, Mercedes W16: modified push-rod for flow interaction
Looking at the front of the car, we find the first change in philosophy: the nose is now integrated with the main-plane, whereas last year these two elements were separate. Examining the images, it appears that a small section for airflow remains, helping to reduce stagnation pressure and partially feed the floor. Most teams take the opposite approach, prioritizing optimal airflow to the floor. This is an unusual choice for Mercedes, suggesting they have found some advantage in this configuration.
Moving on, the front suspension remains the same, retaining the push-rod setup, contrary to earlier speculation. Given various correlation issues, Mercedes has opted for continuity, trying to extract maximum performance from the push-rod system. A switch to pull-rod, as Ferrari has done, would have required a redistribution of the suspension arms, which they preferred to avoid. It is worth noting that the W15’s suspension layout was already quite similar to those used by other teams in terms of arm positioning.
The relatively high mounting point of the first upper triangle arm remains to aid flow management. Additionally, the attachment point of the push-rod on the chassis side has been raised slightly. Comparing the designs, the differences can be observed. The suspension dynamics and its interaction with airflow have been key areas of focus for the German F1 team. The oscillation of the suspension system and its resulting impact on the airflow field have been extensively studied over the past year, hence this is considered a refinement rather than a revolution.
F1, Mercedes W16: reshaped sidepods, different squat management
Moving to the central area of the car, the airflow intake section now features the familiar “L” shape, a solution that all teams are increasingly adopting. The vertical slot serves to eliminate the thickened boundary layer caused by prolonged contact with the chassis surface, improving the quality of airflow passing through the undercut. The leading edge of the sidepods acts as an aerodynamic wing profile. Moreover, the sidepods have undergone significant reshaping.
As seen with Ferrari, where the new philosophy reduces pressure loss, Mercedes’ F1 engineers have lightened the central and lower sections to raise them by a few millimeters. This work results from repositioning internal components to improve the quality and quantity of airflow directed towards the rear. At the rear of the sidepods, a recess is visible—a solution initially introduced by Red Bull. This design feature increases lateral airflow to guide it toward the outer shoulder of the rear tire.
Properly managing this airflow provides two benefits. First, it reduces turbulence generated by tire rotation, and second, it increases the amount of clean air available to feed the floor through the so-called “mouse-hole.” The floor design appears similar to the previous car, at least in terms of the sharp edge, but the real innovations may not yet be present in this render. The engine cover remains unchanged for now, continuing with a downwash profile to better feed the beam wing area.
The rear suspension has been updated and improved while retaining the push-rod configuration from last year. The push-rod remains nearly horizontal, but to further narrow the engine cover, its chassis-side attachment point has been moved a few millimeters inward. If the suspension functions correctly, it should provide good aerodynamic benefits. The first upper triangle arm has been lowered to adjust squat characteristics, a change that will need to be confirmed in tomorrow’s tests in Bahrain.
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