Mexico City's altitude of 2,200 meters (the highest altitude of the season to date) resulted in 25% less oxygen than in the plains, and although due to the performance of the Red Bull and May ben between the two cars, Bozhong, objective race conditions will have a subtle impact on the power unit and aerodynamic characteristics of the car, changing the direction and pattern of subsequent races.
<h1 class="pgc-h-arrow-right" data-track="5" > power unit</h1>
The powerful Mercedes power units, on the Mexican circuit, always appear to be underpowered. The reason is that the oxygen content is reduced by 25%, so the flammability of the air is reduced, and the natural aspirated era will lead to more serious problems, but in the turbo era, this can be compensated by rotating the turbine blades faster, and the thinner air can also reduce the resistance of the turbine rotation, then the efficiency of the compressed air will increase relative to the plain track. Again and again, the oxygen content of the turbocharged compressed air is not much different from normal.
The qualitative analysis described above is actually more complex. The upper limit of the F1 turbine shaft speed is 125,000 rpm, which is also strictly constrained at high altitudes, so the upper limit of the turbine's ability to compensate for thin air is limited by this speed limit.
In addition to providing racing power, the energy recovery system can also use the drive electric turbine to eliminate the lag output (the original turbine is basically driven by exhaust gases, but the total amount of exhaust gas generated by the low-speed engine is small, so that the vortex cannot be brought up, and it takes a period of time to produce exhaust gas to drive the turbine to output power, which is turbo hysteresis), but the problem is that the larger the turbocharging, the more heat is generated at a given speed. If it runs too hot, it won't be able to reach its boost target.
However, mexico's thin air doesn't help the car dissipate heat, and when the Mercedes turbocharger tries to compensate for the lower oxygen content in the air, he tends to face greater heat dissipation pressure than his competitors.
<h1 class="pgc-h-arrow-right" data-track="15" > downforce and resistance</h1>
Thinner air means the pressure difference created by the air on the upper and lower surfaces of the flap and the floor. This means that all cars will have lower downforce levels than Monza, even if the resistance level they set is Monaco.
Red Bull racing's higher inclination is considered to have a higher downforce cap than the lower sloped Maypen car compared to other teams.
In the highland area, the difference in downforce between the two cars is smaller than usual, so this is considered to be helpful for Mei Ben. The level of drag associated with downforce is greatly reduced, so the downforce/drag efficiency trade-off is completely different from usual. For the fleet, with the largest possible downforce setting, the drag loss is less than usual, thus helping the car, which is usually less efficient. That car will be the Red Bull, with a high forward-leaning aerodynamic concept that is inherently less aerodynamically efficient in this trade-off. This is more important in Mexico than at most other circuits.
<h1 class="pgc-h-arrow-right" data-track="19" > tires and brakes</h1>
Due to the low cooling capacity of thin air, it is a big challenge for tires, especially brakes, to stay at optimal temperatures. Historically, Mercedes has been more extreme than other cars in terms of brake cooling, relying on riders to manage the temperature in order to optimize the front brake ducts for ultimate aerodynamic performance.
Red Bull first provides enhanced cooling performance with simple ventilation ducts
Unlike Mercedes, Red Bull usually operates in its closed brake hub section, with the opening. It will be interesting to see if Mexico will change that.
Meben's more complex front suspension brake ventilation duct
The fully enclosed brake hubs commonly used on Mercedes front brake conduits contrast to the more open design used by Red Bull
There is always an unforeseen complication when determining which of the two championship chariots is better than the other on any given field. But Red Bull's confidence and Mercedes' caution over the weekend in Mexico are very clear.