McLaren experiments continue: early-season MCL39 front wing returns in Singapore. McLaren brings back its early-season front wing on the MCL39 for Singapore GP testing.

McLaren has surprised the F1 world by reintroducing its early-season front wing, comparing it with the updated Canada version.

The work carried out at McLaren has caught attention. Over the past month, the MCL39 has seen the return of the front wing used at the start of the year, which featured prominently during the Monza and Baku weekends. Its use could have been linked to the unusual nature of these high-speed circuits, but the same wing was also tested during free practice in Singapore, indicating ongoing considerations regarding both aerodynamics and car setup.

The September reversal

During the Canadian Grand Prix in mid-June, McLaren introduced a new front wing, tested in practice and then used in races starting from the Austrian Grand Prix. The updated wing featured changes around the endplate area, with added vortex generators to reduce the negative effects of turbulent wake from the tires on the floor. Together with other aerodynamic updates, it was part of a larger development package that helped the papaya team achieve five consecutive victories over the summer, including four 1-2 finishes.

There was no indication that the MCL39 had struggled with the updates, which made the September reversal surprising. At Monza and Baku, McLaren ran the early-season front wing. This choice may have been driven by the lower aerodynamic drag of the older specification, which lacked the additional vortex generators, aiming to gain a few extra kilometers per hour on the straights at circuits where top speed was a priority. At Singapore, a high-downforce track, one would have expected a full return to the updated Canada wing—but that was not entirely the case.

Experiments in Singapore

At Marina Bay, both drivers used the early-season wing during FP1. In FP2, McLaren carried out a comparative test, with Lando Norris fitted with the Canada update, which Oscar Piastri then used in FP3. The situation seems to have been resolved, but it still highlights the Woking team’s indecision over which specification to use.

It is unlikely that the team experienced correlation issues with the updated wing, though this possibility cannot be completely ruled out. It is more plausible that both configurations have their own advantages and drawbacks in terms of efficiency and balance. The team is likely seeking the best compromise depending on the circuit and the individual preferences of the drivers, while also testing new setup solutions in parallel.