Double updates for Mercedes in Austria, with changes targeting the cooling of the power unit and brake system. The Styrian circuit is particularly sensitive when it comes to temperature management, as the 700 meters of elevation at the Red Bull Ring lead to a 10% drop in air density, which in turn reduces the system’s ability to dissipate heat. What stands out on the Silver Arrows is their distinct engine cooling approach compared to McLaren, despite both teams using the same Brixworth-built power unit.
New engine cover for the W16
Mercedes arrives in Styria with a new look. The change concerns the rear end of the engine cover, now featuring a much wider, taller, and boxier tail compared to the previous version. The impression is that the Brackley team has prioritized hot air evacuation through the rear opening, even at the cost of reducing the quality and energy of the airflow reaching the beam wing. However, this setup improves the cleanliness of the car’s outer surfaces by allowing a reduction—or even complete closure—of the side cooling grilles. The Austrian-spec engine cover also features a revised shape from the cockpit to the rear end, highlighting a different compromise between internal cooling and airflow management toward the rear wing-beam wing-diffuser assembly.
It’s surprising to see how Mercedes and McLaren adopt different cooling strategies on the same track and with the same engine. Andrea Stella has often praised the cooling system efficiency of the MCL39, which allows for generally tighter and more aerodynamically efficient bodywork, earning valuable tenths on the straights. In Austria, the papaya-colored cars feature a slimmer engine cover tail, assisted by some upper side vents.
Brake system update
The engine cover isn’t the only update seen on the Silver Arrows in Styria. Mercedes has also introduced new brake cooling ducts, with enlarged inlet and outlet sections. These updates follow similar changes introduced in Canada, another track known for its harsh demands on brake cooling. However, the line between circuit-specific tweaks and more general upgrades is often thin.
The Red Bull Ring is a very particular circuit. After three heavy braking zones in the first half of the lap, the braking system is barely used in the second half, sometimes making it difficult to keep brake discs at optimal temperature ahead of the return to Turn 1. It’s possible that the new ducts brought to Austria are also aimed at improving front tire temperature management—an area that Brackley’s technical department has repeatedly focused on in recent years.
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