The new season begins under McLaren’s dominance, picking up exactly where it left off in 2024—at the front. The leap made with the new car is remarkable, maximizing the benefits of its proprietary wind tunnel and the aerodynamic opportunities provided by Rob Marshall’s mechanical solutions. The MCL39 excels in managing rear tire wear but struggles with a front end that frustrates the drivers, particularly Lando Norris. The key will be avoiding an over-exaggeration of these characteristics with updates, but the competition’s closeness leaves McLaren with no room to relax.
Solid Foundations
The key to the new project’s initial success lies in the strength of its foundation. The 2024 MCL38 had no major handling flaws and was rightly considered the most complete car on the grid. Its main early-season weakness was low- to medium-speed corners, but by the end of the year, this had become a strength thanks to long-overdue development addressing a recurring issue that predated the ground-effect era.
It’s no surprise, then, that during testing in Bahrain, Andrea Stella explained that McLaren’s focus with the new car had been on pure aerodynamic efficiency rather than improving drivability. Red Bull and Mercedes can’t say the same, as both had to correct balance and sensitivity issues from their previous designs.
The reigning champions took their baseline concept and pushed it to the extreme for a major performance leap. McLaren, however, didn’t buy into the widespread belief that, in the final year of the current regulations, cars were nearing their peak potential and that improvements would be minimal. That decision paid off, as the opening qualifying session showed an average lap-time gain of 1.23% compared to the previous year, exceeding the 1.10% gain from 2023 to 2024. In Melbourne, McLaren improved its qualifying time by 1.59%—the fourth-best improvement on the grid after Alpine, Williams, and Racing Bull. While some of this can be attributed to last season’s development, it still highlights the significant step forward achieved with the MCL39.
The Genesis of the MCL39
“Virtually every fundamental component of the car’s architecture has been innovated to find performance,” Andrea Stella stated at the car’s launch. “Everything from the front wing to the gearbox and rear crash structure has been optimized.”
Rob Marshall, the key recruit from Red Bull, was responsible for the car’s architecture and made his debut at Woking with the MCL39. The British engineer brings expertise that made Milton Keynes the benchmark for packaging optimization. The car’s most striking features include the extreme front suspension geometry—where mechanical behavior is heavily sacrificed for aerodynamics—and the unique steering column positioning.
Another major asset for McLaren is its new in-house wind tunnel, equipped with the latest technology and a larger simulation chamber, allowing for more comprehensive testing at high steering angles and yaw. The facility became operational in October 2023, by which time the 2024 project was already underway. This makes the MCL39 the first car developed entirely within the new wind tunnel, and the benefits are already evident.
In the first two races, McLaren impressed with its ability to quickly bring the tires into the optimal temperature window while limiting degradation, particularly at the rear. Much attention has been drawn to the unique geometry of the front brake ducts, an area the team has previously invested in due to its role in cooling the tires from the inside—a practice common to all teams. The paddock is naturally curious about what makes the MCL39 the best car on the grid, but the answer lies in the overall package. Its strong tire management stems from high downforce levels, good balance, and overall design cohesion.
Early Warning Signs
McLaren currently holds a qualifying advantage of 0.2 to 0.3 seconds per lap, though its race pace superiority is harder to quantify. These numbers are in line with Red Bull’s early 2024 advantage, but Red Bull’s real strength was its dominant Sunday performance, which was even more pronounced than McLaren’s current lead.
In China, McLaren struggled to find the right setup, excelling in traction in the final sector but suffering from front-end graining and degradation. Setup adjustments helped Piastri and Norris secure a one-two finish, but the race still exposed the car’s vulnerability on circuits that stress the front tires. The upcoming races in Suzuka and Jeddah will provide further insight.
McLaren must also address Norris’s concerns about drivability: “It’s a tricky car to drive and to put a lap together with, but it’s clearly a step forward from last year. It has similar characteristics, some of which I don’t like—they don’t suit how I’d like to drive, especially in terms of corner entry and braking.”
The Briton made multiple errors in Shanghai’s qualifying sessions, reinforcing the car’s handling challenges. While not yet a major issue, it’s something McLaren must monitor in its development path. Red Bull’s downfall in 2024 serves as a reminder of how easily driveability can be compromised in the relentless pursuit of performance.
Moreover, McLaren cannot afford complacency, as Ferrari still has the potential to iron out its early-season flaws and consistently unlock the SF-25’s full potential. McLaren may lead for now, but it cannot assume it is untouchable.
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