Enjoy the images and their explanation, below
Here we see a collection of front wings outside the Mercedes garage as the team prepare their cars for action at the Austrian Grand Prix.
It should be noted that the inclination plane of the endplate remains in a lower position than it was mounted at Silverstone. Also noticeable is the adjuster, which is inserted into the outer section with the intention of offering aerodynamic performance.
A close-up of the rear view mirror and the various aerodynamic flow conditioning elements in its vicinity, to help compensate for any loss of pressure it might cause.
A look inside the pontoon, when the body had not yet been assembled. You can see that the SIS is below the air intake.
As first seen at Silverstone, it appears that Mercedes has changed tack on the design of the front brake drum, moving from a closed variant to a design more geared towards allowing airflow to have the ability to move into the gap. between it and the rim. That will also allow an exchange of heat between the brakes and the rim, something that was so critical to tire management in the previous regulations.
Another angle of the W13 brakes, showing how the different surfaces interlock, while highlighting the outer area of the drum, which is also not perpendicular.
Peering into the Red Bull garage, we can see the layout of the RB18’s cooler, mounted above the power unit, and other ducting placed around it to help manage airflow.
We also get a glimpse of the rear wing mount, which uses a single center pillar with an inset lip on top of the crash structure. You can also see the shape of the endplate , as it has a wider section at the top, around the wing elements, before tapering towards the ground.
The RB18, prepared with closed brake drums, both front and rear.
Mercedes mechanics bring a floor to the garage as they prepare the cars for action.
The floor has several points where internal braces can be mounted, both in the center (marked with a circle) and in line with the gearbox/shock structure just behind it as well.
Without the brake drum mounted we can see some of the pipes and channels that are used to pass airflow to certain parts.
A look at the rear brakes during their assembly, something that also highlights the design of the inner fenders.
McLaren’s internal brake cover solution is used to help manage temperatures and reduce the passage of airflow.
A close-up of the MCL36, showing the brake reservoirs, steering, and some interior suspension items.
An overview of the rear of the MCL36, including the central cooling outlet, the scooped rear spoiler, and internal detail of the pipes supplying cold air to the brake caliper.
Under the nose of the Alpine A522 we find the internal shock structure and the duct that feeds the pilot’s cooling pipes.
A great shot of the Alpine floor and the elements that are present on the leading edge of the tunnel.
Under the chassis of the Alpine A522 we can see the scythe-shaped metal brace that is used to save the keel.
Alpine uses a long but narrow intake to collect airflow and cool the brakes. The placement of the mechanic’s hand in this photo also shows that the front section of the end fence has a gap between it and the inlet to allow air captured between the tire sidewall to follow a specific path.
A wrap-around caliper cover is used on the inside of the brake drum bodywork, which in Alpine’s case sits slightly rotated and has teardrop outlets to allow airflow through the section.
The AlphaTauri front brake without the drum mounted gives us an idea of how the airflow moves to the various components that make it up. There is also an adhesive tape that is used to block off part of the inlet to reduce flow.
The view from the other side of the AT03’s front brakes shows the disc fairing and the pipes that deliver cold air to the rest of the components.
Early in the build we get a great view of the Aston Martin AMR22’s skeleton style brake caliper. Like the Alpine, the caliper is turned and has holes to allow airflow to travel through it, along with the teardrop holes in the cap.
Instead, the rear caliper is mounted the other way around, but there’s still a concerted effort for cooling.
The spoon-shaped rear wing used on the Alfa Romeo C42 that uses two gooseneck-style mounting pillars.
The C42’s front brake components, including the disc, are exposed in this shot before the rest of the fairing is installed.
General view of the front wing of the C42. You can see how the slot spacers are tilted based on the local direction of airflow.
Williams’ rear wing, which features a very smooth camber in the main plane and uses a single center mount pillar.
