As the RB20 is prepared for action, we can see the front and rear brake assemblies in various states without shrouds.
Fairing discs are used at both ends of the car to help control airflow and heat transfer, with windows used at the front end allowing some of that heat to move to a secondary nest within the drum, as seen on the left side of the car.
In particular some assemblies have a silver coating to help reduce heat transfer between each nest.
There was paint work on the front wings of the Ferrari SF-24 this weekend, but the main structure remains the same. The nose sits above the secondary elements, while the main plane dips around the middle.
Endplate tilted outwards while the top two elements are pushed away from the endplate and only connected with a few spar lean, because the team wants to produce more outwash.
A number of front wingers wait outside the Mercedes garage as the team prepares the W15. Mercedes was the first to use a flap arrangement and endplate a semi-detached one, something that is still used today.
There also appear to be different trim levels on some of the upper elements. The team likely plans to assess levels downforce the most suitable for this car along with the choice of rear wing.
Ferrari also uses fairing discs to reduce heat transfer into the main brake drum, which then transfers the heat to the rim and tire.
All teams are keen to control this heat transfer, given how sensitive the Pirelli tires are and especially because heat transfer from the brakes will create peaks and troughs in overall temperature changes.
Close-up of the rear brake duct inner fence. The snorkel exit is used to reject heat and winglets stacked underneath.
The McLaren front brake pipe consists of multiple channels to better channel cool air to the discs and calipers, while reducing heat transfer to the main brake drum. Also note the internal configuration at the rear of the car, with flared ducts running across the front of the assembly to channel some of the airflow to the exterior sides.
Overview of the rear of the Mercedes W15, with the scoop-shaped rear wing used, along with the double beam wing arrangement. Also pay attention to the top corner diffuser widened ones, while a double-stepped arrangement is preferred on winglets lower brake line deflector.
To help deal with Miami temperatures, the Mercedes has a more open cooling system, with a much-used louver arrangement on the engine cover rack bridge. Meanwhile, another grille panel has been installed on the top surface sidepod to aid heat rejection.
Meanwhile, Ferrari chose to use three large grilles on the engine cover in FP1.
The rear wing of the Mercedes W15 is shaped like a spoon when viewed from the front. The team took advantage of the setting flap and endplate which is semi-separated, which helps change the structure of the vortices at the wing tips.
A close-up view of the rear of the VCARB 01, showing only the single-beam wing element, is temporary winglets The lower rear brake duct deflector has an attractive stepped arrangement. The bottom features a half-moon shape that flips the bottom edge back.
A close up of the front end of the RB20 gives us a view of the intake tract sidepod horizontal shark mouth, while Red Bull has also prepared the car with two additional driver cooling nostrils on top of the chassis.
Haas has a combination of solutions on its front wing to seek the maximum amount of airflow conditioning while trying to maintain the performance window downforce right. This includes diveplane double kick on endplatethree flap semi-detached at the joint endplatewith winglet outwashing additional hinged on the uppermost flap and slot gap separator bracket outwashing.