Analysis of McLaren s third package to fight for F1 title: strategy is to avoid risks. In Texas, the McLaren MCL38 presents several updates but no changes to the floor.

After Miami and Zandvoort, McLaren delivers its third major development push in Austin. The Texas package introduces numerous updates from the front to the rear, following a clear strategy. With one of the most versatile cars on the grid, the Woking-based team aims to avoid the risk of a misstep by holding back from making changes to a critical area like the floor. For this reason, the new package introduced in Texas doesn’t seem to be the cause of the balance issues reported by Lando Norris.

Sticking with the old floor

Reading through the list of updates on the MCL38 in Austin, it’s surprising to see no changes to the most important area for ground-effect Formula 1 cars, the floor. It seems McLaren has opted to play it safe for the tricky Texas race, pursuing a development strategy that avoids touching the most aerodynamically sensitive areas. Many teams, including Red Bull, have shown that floor updates can lead to unexpected side effects, often disrupting the balance and aerodynamic characteristics of the car. These issues only surface on the track since CFD simulations and wind tunnels can’t fully replicate all the dynamics of ground effect. It’s likely McLaren designed this third development package without modifying the floor, avoiding the risk of upsetting the equilibrium of the MCL38, which its rivals are still chasing.

It’s also plausible that a new floor is in the works at Woking, but it has been postponed to future races. Updates to this area usually require time to study and adjust the car’s setup, particularly regarding ride height and rake. With only one free practice session scheduled in Austin, there wasn’t enough time to properly implement these changes. Therefore, despite the MCL38 receiving updates, they are not the reason behind McLaren’s initial competitiveness issues at the start of the weekend; rather, it’s an initial setup that was far from optimal. “I struggled with the balance, but it’s not because of the updates,” Lando Norris explained.

A cautious approach

The aerodynamic package introduced in Texas reflects a similar approach to previous updates. The idea is that development isn’t just about upgrading the floor but also improving airflow at the entry points, ensuring better angles, speed, and pressure. McLaren has worked holistically on the aerodynamics, optimizing the flow structure from the front to the rear.

The changes begin with the front wing, marking the fourth version since the start of the year after the initial launch spec and subsequent updates in Miami and Austria. Externally, noticeable adjustments have been made, especially in the shape and curvature of the upper elements, signaling refinement rather than a complete overhaul. The new wing directs airflow to the suspension arms, whose covers have also been modified to better guide air towards the floor. Similar changes have been made to the covers of the rear suspension arms, reducing energy loss in the airflow that is then expelled behind the diffuser.

Other updates concern the cooling ducts for both the front and rear brakes. McLaren has paid special attention to these components throughout the year, updating them at Suzuka, Miami, and Zandvoort. The ducts not only cool the braking system but also affect airflow and external turbulence management. Additionally, they regulate heat transfer between the brake discs and tires, playing a significant role in thermal management and tire degradation.

Chasing efficiency

Beyond general updates, McLaren continues to invest in track-specific adaptations. The MCL38 in Austin features a new single-element beam wing, an unusual choice. Apart from the ultra-fast circuits like Spa, Monza, and Baku, McLaren had previously used a single-flap configuration at Silverstone, though that was an aerodynamically less demanding circuit than Austin, where most teams run a double-element beam wing.

McLaren is focusing on efficiency, aiming to gain valuable top speed by using a beam wing with less drag compared to the two-element version. Despite this, the Woking team manages to make the diffuser work and generate sufficient downforce from the floor, aided by a high-downforce rear wing that creates an adequate low-pressure zone behind the car. Overall, the British team has once again delivered a substantial upgrade package, with anticipation building over whether a new floor specification, the notable absentee from the Austin developments, will debut in the upcoming races.