De Vries didn't stay in the monocoque for long, climbing out after about 10 minutes.

Actually, having never driven an F1 car, De Vries couldn't really feel whether the current racing simulator's performance had improved or matched the car's consistency.

But since Qin Miao had just tested it earlier, the world champion couldn't be wrong, so upon descending, De Vries also gave the team a positive affirmation of the new simulator.

Next up was the eagerly anticipated Hamilton.

...

After the team's simulator issues were resolved at an unexpectedly fast pace, Qin Miao's work returned to the two-point line lifestyle between the team and home similar to last season.

It's like revenge-driven development, as soon as Qin Miao resumed his daily work routine, he and De Vries worked tirelessly together to help the team test new components and collect data.

Qin Miao saw at least four different designs for side pods and floorboards.

Even though Qin Miao knew that many of the components were being prepared for next season's car, he was still somewhat surprised by this work efficiency.

Even because of this, Qin Miao's relationship with Dove improved considerably.

Though it wasn't quite like Zhou Guanyu and Leclerc, they became pretty good friends.

Time immersed in work always seems to pass particularly quickly.

By the time Qin Miao realized it, it was already Thursday.

The British Grand Prix was about to begin.

As a home race and one of the birthplaces of F1, the streets and alleys of Britain were filled with the atmosphere of F1 at that moment.

Advertising, activities, and posters promoting F1 were everywhere on the streets and alleys of Britain.

Even someone like Qin Miao, who usually doesn't attend events, was urged by the team to participate in many activities, such as TV interviews and variety shows.

Fortunately, the team remembered to leave Qin Miao two hours to walk the track.

Even though Qin Miao was already very familiar with the Silverstone Circuit, with it being not far from his home.

He had tested the Mercedes AMG ONE here and had run races on the circuit with his own car.

There's an old saying: revisiting old knowledge can lead to new insights.

Thursday quickly passed.

Friday marked the beginning of practice sessions one and two.

This week, the Mercedes team implemented all three upgrades.

One was the rear suspension, which increased the rigidity of the rear suspension, enhanced the car's high-speed stability, expanded the tuning window, and most importantly, reduced porpoising.

Another was the modification of the floor, optimizing the shape of the Venturi tunnel entrance and the shape of the vortex generators at the edges of the floor.

This upgrade slightly reduced drag while better streamlining the airflow under the floor, increasing the intensity of the vortices created by the edge vortex generators, guiding the vortices to better adhere to the floor edges, improving the floor's sealing and reducing porpoising.

This also ties in with the next upgrade, the car's front wing.

However, Qin Miao had already been informed beforehand that this upgrade would be the last floor upgrade for this season.

Since the entire F1 car is made of carbon fiber structures, these things can't be reshaped like steel once molded.

Once carbon fiber is shaped, it stays that way.

Therefore, this modification involved creating new floorboards for the two drivers, with two spare floorboards.

The four floorboards cost the team almost three million US Dollars, a heavy investment considering the current budget for the W13.

The final upgrade was the car's front wing.

The overall appearance of this front wing hasn't changed much; the most noticeable change is that a segment of the wing surface at the root of the front wing was removed.

Normally, the Mercedes front wing has four wing surfaces, with the inside and outside arranged in an upward angle, intended to provide stronger downforce for the car.

When this segment is removed, the downforce at the front of the car inevitably decreases.

However, after about a quarter season, the team gained a deeper understanding of the current ground-effect cars; they realized the downforce from the floor doesn't account for just 60% but rather 75% of the total downforce.

Upon reevaluating the W13, the team found their engine wasn't too bad; compared to Ferrari's engine, the power output might only be 5 horsepower less.

The reason they lag behind Ferrari and Red Bull on straights and acceleration is primarily due to Mercedes' aero design providing excessive downforce.

Especially at the rear.

At the same time, Mercedes' own ground-effect floorboard downforce was somewhat unbalanced, with the center of downforce positioned too far back.

Consequently, the car's characteristics on the track seemed to have a light front end, overly sensitive steering, naturally making Hamilton a bit unaccustomed when driving.

By now someone might ask: since the problem is excessive downforce, and it's occurring at the rear, why not modify the rear wing instead of the front wing?

This involves the integrity of the car.

All parts of an F1 car are not independent; they form an integrated whole, each enhancing its characteristics and advantages when combined into this car, with parts complementing each other, resulting in a competitive car.