Why Mercedes-AMG has fallen from the top of Formula 1

“You can’t really stop it; the only thing you do is come off the gas and just drive slower,” said seven-time champion Sir Lewis Hamilton. “But when the car’s going up and down, it’s bouncing, and if you’re turning in at 200mph and the car is loaded and unloaded, you can imagine it can be quite unstable.”

Hamilton was talking about the behaviour of the car into the high-speed left-right turns nine and 10 in Australia, which followed the long, flat-out blast where porpoising was manifesting itself most clearly.

The Ferrari was actually porpoising more vigorously there than the Mercedes, but Charles Leclerc was able to qualify on pole position and win. That’s because Ferrari had to make far smaller set-up sacrifices and the effect it carried into turn nine was much reduced – although it could be felt. By contrast, the Mercedes drivers visibly have to be more conservative into fast corners to let the car at least partially settle.

Mercedes has to make far bigger compromises to its set-up in terms of ride height. This means sacrificing downforce – and hence lap time – all around the lap, because its porpoising problem triggers at a lower speed than the Ferrari. It also comes at the cost of increased drag. That’s why its strongest circuit so far this season was Bahrain, with its largely lower-speed corners that allowed the Mercedes to run a little lower than in Saudi Arabia or Australia.

So why is it so difficult to prevent porpoising? Well, it isn’t, but it costs performance. And that’s the problem: you can raise the ride height to mitigate the porpoising, as it reduces the effectiveness of the aerodynamic ‘seal’ and therefore the overall level of downforce of the car by effectively ‘venting’ low pressure – particularly at the point where that grows rapidly as the floor gets close to the ground. And downforce is performance, with the grip it produces dwarfing what is achievable mechanically.

Simulating porpoising is difficult, because you can’t run the car too low to the rolling belt in the windtunnel or it will damage it. And as effective as CFD is, the complexity of its calculations multiplies alarmingly and breaks down when simulating objects very close to the ground. The data that Mercedes has gathered has helped it build better models, but it’s only by running the car that it can explore the problem and its potential solutions fully.

The combination of F1’s cost cap, set at a baseline level of $140 million (£107m) in 2022 and the lack of testing means Mercedes neither has the cash for endless trial-and-error fixes nor the track time.

The solution likely lies in a combination of modifying the aero in terms of floor design and potentially even the floor structure. This is because the flexing of the floor can exacerbate the problem. F1’s new regulations have also simplified suspension systems, eliminating inerters and hydraulic assistance that would have made controlling the porpoising easier.