From its very first appearance on track, the new McLaren has attracted significant attention due to its highly unconventional front suspension, designed with an aggressive philosophy to optimise airflow management towards the floor. However, the MCL40 is much more than just an eye-catching suspension concept, as it features several other interesting solutions, starting with the actuation system of the front movable wing. The overall bodywork philosophy, meanwhile, remains broadly similar to that of the world championship-winning MCL39, pending the first major upgrade package expected to arrive between Suzuka and Bahrain.
Push-rod also at the rear
The latest images emerging from Barcelona provide a clearer view of the front suspension, which remains the main point of interest in the initial technical analysis of the MCL40. It is now easy to see just how far the lower rearward element extends towards the back of the car, significantly more than on the 2025 car and compared to Ferrari, Mercedes and Red Bull. This solution helps guide the airflow coming from the front wing towards the floor and the radiator inlets.
The same suspension arm is also decoupled from the forward element, confirming a multilink layout that offers greater freedom both from an aerodynamic perspective and in terms of controlling wheel camber. Based on the most recent images, it also appears that the team has repositioned the steering arm ahead of the other elements, creating, together with the front arm, a small cascade of aerodynamic profiles.
For the first time, a clear view of the rear suspension is also available, which in this case confirms what had already been seen in the renders. The layout is push-rod, with the rod positioned at a very shallow angle both vertically and longitudinally, just as on the world championship-winning MCL39. While this configuration is not ideal from a pure force transmission standpoint, it offers clear aerodynamic advantages. Lower down, the elongated lower element can also be seen, stretching forward until it reaches the sidepod undercut ramp.
Unusual solutions for the wings
Looking at the rest of the car, attention is immediately drawn to the nose, which is extremely slender. This is a sign of significant structural work aimed at narrowing the impact section despite the tightening of crash test requirements this season. Just beneath the nose sits the actuator for the front movable wing, which is fully integrated into the nose structure and extends downward from it.
This system operates two aerodynamic profiles, unlike Mercedes and Aston Martin, which have opted to use only a single movable flap. This choice underlines McLaren’s willingness to explore more complex solutions in order to maximise aerodynamic efficiency within the regulations.
The rear wing supports are also particularly interesting, as they are slightly curved backwards, in contrast to Ferrari’s straight pylons, for example. McLaren has chosen to move the wing mounting points further rearward, likely to allow the main plane to work more efficiently and/or to reduce overall aerodynamic drag. The flexibility of the entire structure will also need to be assessed, a topic that returns to the spotlight every year despite the FIA’s ongoing efforts to limit excessive deformation.
The bodywork
Among the leading teams, McLaren is the one that has remained most faithful to the “downwashed” sidepod concept of the previous generation of cars, directing airflow from the upper bodywork straight into the area around the gearbox. On the upper surface, the engine cover features a long ramp that runs from the cockpit all the way to the rear of the car, topped by a serrated-edge stabilising fin similar to Ferrari’s solution.
The goal is to generate vortices that energise the airflow directed towards the rear wing, whose performance becomes even more crucial this season as teams must compensate for the downforce lost due to the removal of ground-effect elements.
Finally, when analysing the appendages at the front of the floor, McLaren adopts a noticeably different approach compared to its closest rivals. While other teams have introduced a cascade of horizontal profiles, the reigning world champions have instead opted for a large vertical fence, evidently considered more effective at shielding the car from turbulence generated by the front wheels.
This assembly is attached to the chassis via a horizontal support, which for now appears relatively small and minimally developed. Overall, the MCL40 showcases a number of highly intriguing solutions, but the key objective will be to preserve the overall cohesion that defined the previous project, a quality that ultimately delivered both world championship titles.
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