McLaren currently has the most competitive F1 car. This is an undeniable fact. Unfortunately, the British team often struggles to optimize its performance throughout a race weekend. Mexico was yet another example, where a perfect execution could have led to a double podium finish. Instead, Oscar Piastri became stubborn, overdid it, and with an MCL38 under him, failed to make the cut. A rookie mistake—unacceptable. Lando Norris fared much better, but even in his case, outqualifying Verstappen should have been the minimum target, which would have enabled a different starting strategy.
Beyond the drivers’ championship, which has practically become an unrealistic goal given the points gap, even the constructors’ title is becoming tough. Ferrari has overtaken Red Bull and is now close behind McLaren. With three wins in the last three races, Ferrari’s SF-24 is clearly in excellent form. McLaren must step up, or it risks falling short. Andrea Stella advises calm and isn’t worried, and neither is Zak Brown. But maybe they should be, for two reasons.
First, Ferrari is so strong that it could pose serious challenges for McLaren in the remaining F1 races. Second, Max Verstappen, though struggling considerably with his Red Bull RB20, has proven he won’t back down. When he sees papaya colors, Max is like an enraged bull. A collision with his car and zero points for McLaren could benefit Ferrari, which is determined to win this championship. Now, let’s proceed to the technical analysis of the Brazil version of the MCL38.
F1, McLaren vs. Ferrari: The Configuration “War” to Beat the Rival
Interlagos, with its mix of slow, fast corners and straights, requires a versatile car that can handle elevation changes and direction shifts with stability. McLaren enters the Brazilian Grand Prix in a transitional phase: after a period of excellent form, the British team has lost some momentum. McLaren has worked intensely to be competitive on a track like São Paulo, where times are often very close. The goal is to lose less than eight points per race to Ferrari and win the championship.
In Mexico, McLaren gathered important insights into the current state of the MCL38, and in Brazil, the team needs to translate this data into a precise setup. The twisty circuit will demand everything from the British car to remain competitive on a tight grid. Last year, the car adapted very well. Lando Norris took pole in the Sprint Race, proving the MCL60 could perform competitively. Strengths included good top speed, which allowed gains over Red Bull, despite a deliberate deficit in downforce.
Compared to the SF-23, McLaren struggled less in technical sections, but this year it will again be crucial to find the right setup compromise. The team relied heavily on “clean” downforce generated by the floor-diffuser assembly, something Ferrari is partly employing this year with a macro component that works significantly better. The technical challenge will be finding an optimal balance between downforce and mechanical grip. The MCL38 and SF-24 are at similar levels, and the difference may come down to the adjustments made by technicians and drivers.
While the Maranello team relies more on mechanical grip, McLaren tends to work its aerodynamic platform for efficiency. This was evident last weekend in Central America, where the British car displayed a setup focused more on vertical downforce. This will indeed be an exciting battle between two teams that, let’s remember, have now surpassed Red Bull in competitiveness.
F1, McLaren Targets Aerodynamic Efficiency Generated by the MCL38 Floor
Interlagos demands great effort on entry into slow corners. An example is the first chicane, where F1 cars decelerate drastically to around 110 km/h. At this point on the track, the car’s front end must be as stable as possible to allow precise, well-balanced turn-in. This is important due to a gradient change approaching the apex, a defining feature of this section. A good load transfer will help maintain lateral grip in the slower sections, ensuring stability and agility.
Between turns 8 and 10, mechanical grip is essential. This part of the track has several combined braking zones, often with some degree of trail braking, pushing the car’s rear to the limit. Rear stability will be critical to giving drivers the confidence they need to push. This factor requires careful management of roll resistance. A softer setup, to allow for greater suspension travel (and therefore of the aerodynamic platform), would ideally improve grip in the tight curves of the South American track.
However, this could make the floor less stable in other areas, requiring a greater compromise. McLaren has shown good setup flexibility, as seen in Mexico, where it was moderately competitive in all sectors. In high-speed corners like 4, 5, 6, and 7, as well as 11 and 12, aerodynamic load is essential for performance, but considering the importance of maintaining good top speeds, the team will focus on aerodynamic efficiency, extracting as much downforce as possible from the floor.
As for suspension setups, the constructors’ championship-leading F1 team should adopt a relatively stiffer approach. The aim will be to ensure high stability in fast corners while allowing optimal platform balance. We expect to see the MCL38 with a medium-high downforce level. This choice allows competitive top speeds, as seen last year, while also minimizing losses in the more technical parts of the track.
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