Tech Analysis: What's behind the bold updates from Mercedes
The Mercedes W08 was already an extremely complex affair when it hit the track for pre-season testing, but as the team arrived in Barcelona it had ramped things up massively.
The changes are the most extreme of any team seen so far, running from the nose all the way back to the rear wing.
Here we look at the changes in detail.
Perhaps the first thing to note, which isn't immediately noticeable as your attention is drawn elsewhere, is that the nose is actually a little narrower than before (red arrow), which required a fresh crash test.
This narrowing of the nose has been done in order to take advantage of two other aerodynamic design changes, the main one being the large turning vane skirts (highlighted in yellow).
These start at a point much further forward on the nose and create a flared skirt under the nose, exaggerating the sort of effects we're used to from the long-used turning vanes and bat-wings
The rearward view of the turning vane skirts shows this is rather a radical change, and certainly boasts a level of geometrical complexity currently unrivalled on the grid.
The almost flattened underside of the skirts will undoubtedly shape the airflow in a way that will improve how it interacts with the bargeboards and the Y250 vortex – which is set-up by airflow coming off the neutral central section and the outermost wing elements.
The more complex 'bat-wing' that has been used in the opening races is retained too. However, the ride height sensor that it is usually affixed was missing when the car went to scrutineering.
The other change in this area, perhaps less visually enthralling but by no means less intricate, are the camera mounts. These displace the supposed neutral camera housings from the edge of the nose into a position similar to that of their predecessors.
The mounts are shaped in such a way that they not only bridge the gap made by the narrower nose but also work in a way that will improve the airflow's path around the upper suspension elements they're in close proximity to.
Considering the scope of the other changes, this seems like one that could be passed over but the winglet attached to the suspension 'horn' has seen its geometry revised and a slot added. This will help the air passing by the front tyre just be caressed a little differently.
The already complex region around the bargeboards has been treated to more improvements, with the addition of three vertical fences mounted to the serrated footplate (arrowed).
These R-shaped cascades are similar to the ones used by other teams on the front wing and are used to give a short, sharp stab to the airflow to redirect it.
The floor ahead of the rear tyre has also been revised. The triangular upstand (inset) has been discarded in favour of an arched profile (red arrow), supplemented by a detached scroll (highlighted in yellow).
Revisions have also been made to the shark fin, with its length increased to a point whereby it now meets up with the T-wing.
This has not only been done for increased aerodynamic efficiency but as a way of also increasing the rigidity of the T-wing, given the load tests that will now be conducted by the FIA.
A monkey seat has been installed at the rear of the car, featuring an arched main profile with a secondary flap installed on top.
These are allied to changes to the rear wing, with the sweeping spoon shaped mainplane replaced by a conventional flat shaped one instead.
Whilst it is easy to see the changes on the outer surface of the car, it's often difficult to discern what's going on under the skin.
But Mercedes will use the Spanish Grand Prix to introduce its second power unit of the season, which has been tweaked for reliability reasons – but will almost certainly be lighter than its predecessor.
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