Haas has trimmed the upper rear wing flap for Spa-Francorchamps to try to reduce the drag that is generated at high speed down the straights.
Aston Martin will use a spoon-shaped rear wing with less downforce, a solution the team has already introduced at other high-speed circuits. You can also see the circular access panels that remain open on the side of the endplate and offer access to the edges that connect it to the main wing.
Ferrari has modified its rear wing and has chosen to update a configuration that it had already put on the track this season. It is obvious that they have decided to bet on top speed on a circuit that requires it, although they have also taken into account the budget limit so as not to spend too many resources on a part they already had.
The AlphaTauri’s rear wing does not feature a Gurney flap, as the team preferred to take advantage of the reduction in drag that this would offer.
Alfa Romeo has decided to reduce downforce with a rear wing with a cutout at the top flap exit. Hinwil have been careful to do so, leaving enough space in the center section to allow the DRS actuator to be attached to the wing.
Red Bull could introduce a lower downforce setup that they would test in free practice, and that would mean removing the upper wing element, something they have already done in other grands prix that require less aerodynamics.
In this image you can see the W13’s rear wing and endplate cutout, plus another section of bodywork that overlaps the surface. This modular solution helps reduce costs and allows multiple designs to be used with the same endplate.
McLaren have also opted to trim the upper rear wing flap from the MCL36, but like Alfa Romeo they have decided to leave the center area intact to mount the DRS actuator.
Alpine’s low downforce approach has been seen before, as the French used that trailing wing setup in Baku, where they topped 332km/h with Fernando Alonso.
As they prepare the A522, some details can be seen on the inside of its front brakes, as the team prefers to mount the caliper up front and use the teardrop outlet in line with the disc to help manage temperatures.
We can also see how the Enstone team is trying to manage the heat in the brake drum at the rear of the car.
Here you can see an Alpine mechanic working on the front section of one of the A522s, where not only the suspension elements are located, but also the wing introduced earlier this year.
AlphaTauri continues to introduce changes to the ground edges of the AT03. Here you can see a U-shaped assembly to bridge the gap between both ends, which are cut in a conical way towards the rear tires.
A closer look at the triple element mirror rods that have been fitted to the AT03, which are used to improve airflow on the sidepod.
A good view of the Alfa Romeo C42 side impact structure, gearbox mount, rear suspension and rear brakes.
The Swiss team, like many others, has an internal cover inside the main brake drums to manage temperatures and airflow.
For comparison, the AlphaTauri also features a covered brake disc, but does so in a different way to accommodate other ducts that cool the caliper at the bottom.
Haas goes for something more traditional, leaving the disc exposed with a larger hole in the brake drum.
McLaren, for its part, also covers the disc, in addition to the fact that they have included channels that supply the necessary cooling at the rear.
Red Bull’s disc cover looks much more streamlined than other teams as they want to optimize flow management and temperatures in a very specific way. It is also seen that the section has been further coated to achieve the goal.
A close up of the floor edge section of the McLaren MCL36.
The rear of the McLaren MCL36’s wing features four U-shaped metal brackets to secure it to the ground.
The uncovered Ferrari F1-75 allows us to see some elements of the front suspension.
The Mercedes W13 assembly now features an endplate fitted to the top corner, which is complete, rather than having a cutout like Alpine had previously used.
An image of the cooling gills on the sides of the McLaren MCL36.
The Alpine A522’s sidepods feature a channel to aid airflow. Also noteworthy is the use of a cooling panel with four outlets, as the team seeks a balance between temperature and aerodynamic drag.
The rear of the A522 offers many details, such as the low downforce spoiler, the wing layout and the small outlet for cooling. That is complemented by gills on the sides.
The floor of the Red Bull RB18 awaiting assembly, showing the shapes that make room in the diffuser for suspension travel.
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