Photo by: Giorgio Piola

Ferrari has made changes to the brake drum design for 2020, as the team looks to move even more airflow through the assembly and out through the wheel face. Of course, this is an aerodynamically driven decision, rather than one that improves brake cooling, as the team looks to try and replicate the type of performance that the now banned blown axle provided.

Red Bull Racing RB16 detail

Photo by: Giorgio Piola

Red Bull is also looking for a similar gain with the brake duct assembly, installing a massive inlet in order to capture airflow and not only distribute it to the various braking components but also fire it out through the wheel rim to affect the wake generated by the tyre.

Red Bull Racing RB16 detail

Photo by: Giorgio Piola

Staying with the Red Bull brake duct theme we move to the rear of the car, where it’s easy to see how much work has gone into improving the aerodynamic properties of both the winglets connected to the main vertical fence and also the drum itself. Note the small blister-like protrusions which gently redirect errant flow toward its intended path.

Mercedes F1 W11 rear brake detail

Photo by: Giorgio Piola

Moving over to Mercedes and we can see that it has pushed several concepts used last season a little bit further still. The main one of which is the expansion of the chamber in the suspension upright that can feed airflow into the air gap between the drum and wheel rim, thus helping to cool the surface of the wheel rim and by extension the bulk temperature of the tyre.

Racing Point RP19 front brake detail

Photo by: Giorgio Piola

Were it not for the pink paint and BWT logo on the nose alongside you may have confused this brake and suspension assembly with the Mercedes, such are the similarities. Racing Point has even gone to the extent of using the vortex generating nozzles within the crossover section of the drum design that Mercedes introduced in Japan last season.

Mercedes F1 W11 mirror detail

Photo by: Giorgio Piola

This image of the forward face of the Mercedes W11’s sidepod shows what appears to be a temporary solution that’s being used to cool the electronics packed into the base of the sidepod.

Esteban Ocon, Renault R.S.20

Photo by: Giorgio Piola

This image of the RS20 sat in the garage with the covers off is possible this year owing to the removal of the screens that teams used to put up when returning to the garage. It affords us a great insight into the architecture of the Renault power unit, its ancillaries and the various coolers.

Renault R.S.20 front detail

Photo by: Giorgio Piola

The Renault RS20 features a much narrower nose assembly than its predecessor, which entitles it to carry a very large cape solution. Note though, how an inlet is placed a little further back in order to improve localized flow and assist inboard.

Photo by: Giorgio Piola

The bulkhead of the Red Bull RB16 reveals note only some of the packaging details of their suspension but also gives us a clear indication of the work that's gone on in order to carve out space for internal pipework that’ll power the S-duct.

Red Bull Racing RB16 front detail

Photo by: Giorgio Piola

Another view of the bulkhead, this time with the vanity panel in place. Also note an old approach that’s been reborn on the RB16 – the bellmouth beneath the chassis, which collects airflow to cool the electronics.