Major work underway at McLaren, as the team decides to modify both front and rear suspensions. While there’s no radical overhaul of the MCL39, these targeted changes highlight a development path focused on improving driveability and platform control. In Austria, the team will evaluate a further refinement of the new front suspension first introduced in Canada, while rear-end changes affect other performance areas.
Heavy focus on mechanics
The front suspension has undergone repeated updates over the past two months. The first tweaks date back to Imola, although they were initially presented as adjustments for the following race in Monaco, where tight hairpins required a greater steering angle. In Canada, the attachment points of the upper wishbone to the wheel hub were modified. These updates aimed to give drivers better feedback on front-end grip limits by acting on the kingpin inclination and the force transmission ratio to the chassis. The focus was on resolving driveability issues in qualifying—especially those raised by Norris.
In Austria, both MCL39 cars are fitted with the updated front suspension, now featuring further refinements. Rob Marshall’s mechanical department worked on the internal configuration of the pull-rod-actuated suspension components inside the chassis, once again adjusting how forces are transmitted from the wheels to the cockpit. On the outside, new suspension arm fairings debut to better suit the revised kinematics, with visible changes where they connect to the chassis and wheel assembly, which has also been updated. Notably, during FP1, Alex Dunne ran with pitot tube sensor rakes mounted behind the front end to aid aerodynamic analysis.
Updates also affect the rear suspension, which has been mechanically revised as well, even if the changes are subtle and hard to detect externally. It’s possible that the rear modifications are designed to interact with the front-end changes, but equally likely that the aim here is to strike a better balance between floor stability, tyre management, and aerodynamic sealing of bodywork-directed airflow. Minor aerodynamic tweaks to the wheel assembly are also noted, likely intended to suit the new suspension geometry.
Return of the new front wing
McLaren also returns to the Red Bull Ring with the new front wing first introduced in Canada, though it was only tested in a single stint during FP1. The main updates concern the junction between the wing profiles and the endplate’s vertical fence, with more refined airflow deflectors. The objective is to aggressively channel air outward to generate beneficial vortices that counteract harmful turbulence from the front tyres.
Overall, it’s notable that McLaren has yet to upgrade the floor since the beginning of the season, instead focusing development on other components. Rather than evolving the aerodynamic platform itself, the updates have been aimed at controlling it—primarily through suspension changes. This work on driveability will also benefit future McLaren cars, helping the team better understand how to design upcoming machines, even under different technical regulations.
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