Enjoy the images and their explanation, below
It is clear that Mercedes has redesigned the front wing endplate for the British Grand Prix, with a higher position than it previously occupied.
Ferrari have made changes to their mirror housings for Silverstone, following the ideas of others who have applied the regulations in such a way that a definite aerodynamic advantage has been achieved. In the case of the Italians, they have positioned the outer bracket closer to the center line of the car and added two fins below the main mirror assembly in order to achieve better airflow.
Another view of the new upgraded Ferrari F1-75 mirrors and the fins that have been added to them.
Alpine is one of the teams that has already modified their sidepods this season and has yet to test more changes this weekend. The pontoon’s upper bodywork has adopted the hollowed-out type that Ferrari has employed in the F1-75 since the start of the season. And, like those from Maranello, the French team has cooling gills contoured within the surface to not only help reject the heat that is generated, but to improve aerodynamics.
There are more details that can be seen in the same image, as the engine cover has also been significantly modified. The A522 now has rounded shapes that create a step for the airflow to follow behind the Halo , a solution that is very similar to what we have already seen from AlphaTauri and Mercedes. In the case of Alpine, the engine cover outlet at the rear has also been flattened, taking advantage of the new wing layout.
The change is similar at Red Bull, as it has also moved to a design that raises the engine hood outlet, creating a greater cutout under the hood and side bodywork.
Underneath the Williams FW44 we can see some of the changes to Alex Albon ‘s car, with the arrangement of two coolers on the power unit changed to just one.
An image under the sidepod of the Ferrari F1-75 showing how the designers have used Side Impact Systems to mount other components such as the intake and floor to it.
What appears to be a different arrangement within the Mercedes W13’s front brake drum with new pipes fitted to help channel cold air in and heat out in different ways.
Likewise, a picture of the side bodywork of the Red Bull RB18 showing how the different coolers line up.
So is the brake drum on the Red Bull RB18, where we can see that the team has added a heat treatment to the disc cover to further aid heat management.
Image of the Mercedes W13’s low-downforce rear wing as mechanics prepare the car for weekend action.
A close-up of the area of the side impact structures, the rear view mirror and the various fins that are mounted around the Mercedes W13.
Front brakes of the AlphaTauri AT03, showing the shape of the input and output bodywork, which form a unit.
The view from the other side of the unmounted brake drum reveals how the team is channeling airflow into the part to manage the heat that is generated.
Ferrari mechanics assemble a new chassis for Carlos Sainz .
A great view of the rear of the Ferrari F1-75 as they prepare the new chassis. Also of note is the new specification rear wing, which was first used in Canada by Charles Leclerc .
Here we can see the modular design of the F1-75, with the radiator intake installed on one side of the car and not the other. This was done so that if extra performance was found, making changes would be much easier.
A close-up of the side air intake without the radiator installed, showing how the internal fins help control airflow over the element’s surface.
Another shot, now with the pontoon’s front body and inlet installed, showing how much space it takes up.
A close up of the rear of the Ferrari F1-75 showing how the exhausts are routed rearwards through the gearbox mount.
The front brakes of the McLaren MCL36 without the drum cover revealing details of the disc and caliper tubes. Wiring inside the inlet is also noted to prevent debris from building up and clogging the interior, causing overheating.
For comparison, we have the front brakes of the Ferrari F1-75, which do not have a brake cover to help manage temperatures.
The rear brakes of the MCL36 also have a cover, although less large due to the fact that those at the rear of the car are smaller, since more of the braking comes from the MGU-K .
For comparison, this is the Williams FW44 rear brake layout, with only the top of the disc covered.
A look at what Williams is doing with their front brakes, with cupped discs for heat.
The keel section of the Alpine A522 , where you can see how they use a scythe-shaped brace between the chassis, something they’ve been doing for a long time
The low downforce rear wing used by Alpine at Jeddah and Miami has been fitted to the A522 for Silverstone.
Front view of the Ferrari F1-75 brakes, showing how the intake is also positioned so that it can catch the airflow as it enters alongside the side of the tires
Good view of the rear of the F1-75 from below, showing how large the aerodynamic fairings are that cover the suspension elements and driveshafts.
A look at the internal structure of the wing mounting pylon, hydraulics, and DRS actuator as Williams mechanics work on the FW44 .
