It's clear that Mercedes has repositioned the front wing endplate's diveplane for the British Grand Prix, with the higher position it previously occupied visually marked out on the endplate.
Ferrari has made changes to its mirror housing for Silverstone, taking cues from others up and down the grid who've navigated the regulations in such a way that there's a definite aerodynamic advantage at hand. In Ferrari's case it has moved the outermost stay closer to the car's centreline and then added two fins beneath the main mirror assembly in order to invoke vortices that will improve flow conditions downstream.
Another view of the new wing mirror assembly on the Ferrari F1-75 and the fins that have been added to it.
Alpine is one of several teams to have modified its sidepods already this season and has yet further changes to test this weekend. The upper bodywork of the sidepod has taken on the bathtub-like scalloping that Ferrari has employed with the F1-75 since the start of the season. And, like Ferrari, there's also contoured cooling gills housed within the surface to not only help reject the heat being generated but also assist aerodynamically.
There is more detail to see in the same image, as the engine cover is also altered significantly. The A522 now has a rounded shoulder that creates a shelf for the airflow to follow as it emerges behind the halo, a solution which is very similar to what we've already seen from the likes of Alpha Tauri and Mercedes. In Alpine's case it's also led to the engine cover outlet at the rear of the car being flattened out too, taking advantage of its new beam wing layout.
It's a similar change over at Red Bull, as it too has moved to a design that raises the engine cover outlet and creates more of an undercut beneath the engine cover and the sidepod bodywork.
Under the covers of the Williams FW44 we can see some of the changes made to Alex Albon's car, with the two cooler layout above the power unit exchanged for just a single cooler.
A look under the covers of the Ferrari F1-75's sidepod which shows how the designers have used the sidepod impact spars to mount other components, such as the intake and the floor, from it.
Seemingly a new arrangement inside the front brake drum of the Mercedes W13 with new pipework installed to help channel the cool air drawn in and the heat being rejected in different ways.
Similarly a look beneath the sidepod bodywork on the Red Bull RB18 showing how the various coolers are packed in.
Under the brake drum assembly on the Red Bull RB18 where we can see that the team has added a heat treatment to the disc shroud over the course of the last few races to further assist with heat management.
A look at the low downforce rear wing on the Mercedes W13 as the car is prepared for action by the mechanics.
A close-up of the SIS fairing, wing mirror and the various fins that are mounted around them on the Mercedes W13.
The AlphaTauri AT03 front brake assembly - note the shape of the inlet and outlet bodywork, which form one unit, back-to-back.
The view from the other side of the assembly with the drum removed reveals how the team is channeling the airflow inside the drum to manage the heat being generated.
The Ferrari mechanics carry in a new chassis that it will prepare for Carlos Sainz ahead of the action.
A great view of the Ferrari F1-75's rear end which is detached from the rear of the car as the new chassis is prepared. Also note the new specification rear wing, which was first used in Canada by 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 in order that if additional performance could be found, making changes would be much easier.
A close-up of the sidepod intake without the radiator installed, which shows how the internal fins help to control the airflow over the radiator's surface.
Another shot, now with the sidepod's forward bodywork and inlet installed, showing how much space this takes up.
A close look at the packaging of the Ferrari F1-75's rear end which shows how the exhausts are routed back through the gearbox carrier.
The McLaren MCL36's front brake assembly without the drum cover exposes detail on the brake disc shroud and caliper pipework. Also note the wirework inside the inlet to help prevent debris being collected and clogging up the internal pipework, which would lead to overheating.
In comparison we have Ferrari F1-75's front brake assembly, which doesn't feature a disc shroud to help manage temperatures.
The rear brake assembly of the MCL36 also features a disc shroud, albeit less big owing to the smaller brakes used at the rear of the car, given a larger portion of the braking responsibility has been added to the MGU-K.
In comparison, the Williams FW44's rear brake layout, with only the upper portion of the brake disc being shrouded
A look at what Williams is doing with it front brake assembly, with scalloped brake discs in use.
The keel section of the Alpine A522. Note how it's using a scythe shaped stay between the chassis and bib, something it has been doing for a very long time.
The low downforce rear wing utilised by Alpine in Jeddah and Miami has been installed on the A522 for Silverstone.
A forward view of the Ferrari F1-75's brake assembly shows how the inlet also straddles the brake fence so it can take in airflow as it comes in beside the tyres sidewall.
A great view of the F1-75's rear end from beneath shows how large the aerodynamic fairings are that cover the suspension elements and driveshafts.
A great look at the internal structure of the wing mounting pylon, the hydraulics and the DRS actuator as the Williams FW44 is worked on.
