Formula 1 performance is often decided by the smallest technical details, and nowhere is that more evident than in the constant development work carried out by the top teams around the braking systems. Thanks to remarkable images captured by AG Photo in Miami, we can take a closer look at some of the engineering solutions adopted by Mercedes, Ferrari, McLaren and Red Bull — where the focus extends far beyond brake cooling alone, touching weight reduction, thermal management and aerodynamic efficiency.
The competitiveness of a Formula 1 car depends heavily on the choices engineers make to extract every fraction of performance from the package. The upcoming Canadian Grand Prix will provide one of the toughest braking tests of the season. Montreal is considered one of the most demanding circuits for brake systems, featuring six High-category braking zones — matching Baku — while Spa and Singapore each include five major heavy braking events.
Brembo classifies a braking event as High when deceleration reaches at least 4g, brake application exceeds 1.5 seconds, pedal force rises above 130 kg, and braking power output surpasses 2,000 kW.
Mercedes has adopted an intricate front brake drum design on the W17, with a highly complex perforation layout. By contrast, the ring connecting to the Carbon Industrie brake disc remains much simpler, with no visible openings.
Ferrari has taken a different route with the SF-26. While the brake drum itself remains a single-piece titanium component — an extremely costly solution due to the material involved — the Scuderia uses interchangeable metal rings to vary airflow directed toward the brake disc depending on track demands and environmental conditions, all while staying within the constraints of Formula 1’s budget cap regulations.
A closer inspection reveals that these rings feature dramatically different designs. One has a rounded geometry, while the other uses a more angular shape. The first includes two radial rows of perforations, which also help reduce weight. The second has fewer openings but incorporates tiny airflow deflectors at the top and bottom — a clear demonstration of how aerodynamic development extends even to components that might appear insignificant at first glance.
McLaren’s MCL40 follows another philosophy. The team has opted for a flatter brake drum profile while developing a highly sophisticated airflow circulation system. This setup separates cooling for the AP Racing braking hardware from the larger stream of fresh air channelled through the brake duct.
Teams are investing enormous effort into temperature control in this area, attempting to isolate the heat generated by brake discs and calipers from the airflow directed into the chamber formed between the carbon baskets.
Managing this airflow effectively becomes strategically critical for controlling wheel rim and tyre temperatures. Red Bull, for example, has chosen a different solution on the RB22, using heat-insulating materials inside the front brake basket to prevent thermal dispersion into the cooler surrounding cavity.
The objective is to guide heat in a controlled manner toward the outlet located upstream of the suspension arms. It is another example of how Formula 1 engineering turns even invisible details into meaningful performance gains.
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