Great shot of the Red Bull RB16B’s gearbox carrier, rear crash structure, rear suspension and upright assembly. Note the shaping of the rearward arms near the upright, as they are shaped in a way that better interacts with the winglets mounted on the brake fence (not pictured at the time). Also shows how far forward and high the upper wishbone elements are mounted at the inboard end.
The Mercedes W12 in a state of undress while being prepared gives us a glimpse at the inner workings of the front brake assembly – note the silver bypass pipework, which is twisted to accommodate the shape of the assembly but also to help direct the air which is dumped out the wheel face.
The three outwardly angled ‘r’-shaped winglets on the edge of the Ferrari SF21’s floor.
Ahead of that we have the Z-shaped floor cutout, also note the shape of the floor's edge behind it.
A glimpse into the Ferrari SF21’s cockpit reveals the steering wheel with its various buttons, rotaries and toggles, which are used to help control the power unit and chassis features such as DRS.
A comparison as we take a look into the McLaren MCL35M’s cockpit and glance over its steering wheel too.
An interesting shot of the AlphaTauri AT02 shows the internal makeup of the front upright, including the positioning of the pushrod and the internal pipework that delivers airflow to the components inside the brake duct.
The front brake assembly in a state of undress on the Alpine A521 shows us the bypass pipework beneath, that feeds air out through the wheel face.
Higher downforce rear wing from the selection is mounted on the Red Bull initially, which you’ll note appears to have had the louvred section of the endplate stiffened. The DRS actuator is also exposed so you can see the inner workings.
As the Red Bull mechanics prepare the RB16B for action in this shot we can see that at this point they have their low downforce, spoon-shaped rear wing on the car.
A rare glimpse of the front wing, nose and cape assembly from behind on the Alpine A521.
High downforce rear wing and T-Wing arrangement on the Ferrari SF21, note the dots on the endplate which show how the wing elements of various sizes and attack angles would fit.
Looking down the floor of the Mercedes W12 from behind, we can see the two sets of four angled strakes that the team added to help divert the airflow outboard.
Top-down overview of the Ferrari SF21’s bargeboard cluster for comparison, but also note the slots in the upper elements that are required due to the same slots in the elements below.
Close up of the Ferrari SF21’s rear wing and the DRS actuator pod.
The airbox on the Ferrari SF21, which is subdivided not only for the purposes of structural of the rollover structure within but also to separate the airflow and improve its delivery to the various components that require cooling within.
Close up of the Ferrari SF21’s front brake duct gives an appreciation of how the inlet is divided up into smaller sections to help divert the air collected where it’s required, whether that’s for brake cooling or improving the aerodynamic output.
Great top-down overview of the bargeboard cluster on the Mercedes W12, also note the two diveplanes added on the chassis ahead of the sidepods and the shape of the strakes on the leading edge of the floor.
Asymmetric brake duct layout for Ferrari again in Qatar, albeit with the opposite layout to how they ran in Brazil.
Top-down overview of the Alfa Romeo C41’s front wing – not new but always worth observing just how skinny the uppermost flap is too.
For comparison, here’s a shot of the Red Bull RB16B’s front wing.
Maximum cooling outlet panel in place beside the halo for Mercedes in Qatar.
Alpine is opting for a bodywork panel with a cooling outlet running out the trail leg of the halo.
McLaren has also taken this route for more-open bodywork as it installs a louvred panel beside the cockpit.
The rear cooling outlet on the Mercedes W12 also appears to have been trimmed back slightly (white arrow).
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