The McLaren MCL40 finally made its track debut in Barcelona after arriving two days later than originally scheduled, with Lando Norris taking the wheel for the shakedown. While the car did not showcase any revolutionary design concepts, it immediately stood out for the precision and meticulous attention given to every detail, reflecting the team’s high standards and recent successes. The suspension setup remains a push-rod configuration, though the steering column has returned to its position in front of the lower wishbone, marking an interesting adjustment in the front-end layout.
After being eagerly anticipated, the MCL40 appeared on the circuit with a dark livery ahead of its official launch on February 9. The reigning world champion team began their on-track program with Lando Norris proudly displaying the number 1 on the chassis. Interestingly, Rob Marshall’s creation remains a customer car built around the Mercedes power unit, which is still considered one of the most competitive engines on the grid, despite debates over compression ratios. Other top teams, including Aston Martin with Honda, are entering the season as fully factory-supported squads.
Attention to detail
McLaren has not pursued radical solutions but instead focused on crafting a car that is immaculate in every aspect, a continuation of their recent strong engineering history. While some observers have drawn comparisons between certain features of the MCL40 and the Ferrari SF-26, the reality is that McLaren’s innovative ideas have influenced Ferrari more than the other way around. According to team principal Andrea Stella, this car will serve as the advanced base for the Bahrain tests and potentially even for Melbourne, but fans can expect some striking innovations from chief technical officer Peter Prodromou.
Push-rod suspension front and rear
The MCL40 reflects a detailed study of the new regulations, adopting push-rod suspension both at the front and rear. This change is driven by aerodynamic considerations and weight-saving strategies, with the return of the steering arm in front of the lower wishbone being a clear example. McLaren has retained the upper multi-link inclination, reducing the anti-dive effect compared to the 2025 car, but it remains significant. These adjustments demonstrate the team’s deep understanding of the interplay between suspension geometry and aerodynamic efficiency.
Refined nose design
The car’s nose is compact and highly precise, extending seamlessly toward the main plane of the front wing. Two widely spaced pylons improve airflow under the chassis, optimizing downforce. The front wing is carefully sculpted, with a straight central section and an upward curve near the endplate, which itself is heavily cambered to enhance outwash. Two movable flaps feature a short chord at the connection to the endplate, expanding toward the center in a fan shape before tapering under the nose. Metal linkages behind the pylons control active aerodynamics via hydraulic actuators, which are positioned relatively far back but slightly higher than comparable setups.
The footplate is not extreme yet, but a second upper element, absent in previous renderings, bends slightly downward to guide airflow efficiently. Unlike Ferrari’s SF-25, the brake duct intake is traditional, not enclosed within a flap, ensuring adequate airflow to manage tyre heat effectively.
Triangular radiator intake and underbody airflow
The radiator intake maintains a triangular shape, reflecting McLaren’s design philosophy and showing some parallels to Ferrari’s approach. The team has emphasized a strong downwash along the top of the sidepod, channeling it smoothly to the floor and avoiding the Coca-Cola zone concept used by Red Bull, Mercedes, and to a lesser extent, Ferrari. The undercut is less extreme, favoring a fuller sidepod below.
Bargeboards and rear bodywork
The bargeboard setup includes two low elements forming a small shutter, while a third vertical element in a trapezoidal shape adds an external horizontal flap at the leading edge. There are currently no bodywork openings for heat extraction, suggesting thermal management remains concentrated toward the rear. Cooling remains a priority: McLaren has a history of efficient thermal design, as demonstrated with the MCL39’s superior power unit cooling compared to Mercedes last year, and this attention to detail appears to have carried over under the new regulations.
Airbox and rear bodywork
The airbox retains side pods above the Brixworth six-cylinder Mercedes engine, indicating a compact double-stack radiator design. While Ferrari has pursued a steel cylinder head for lower cooling requirements, McLaren has optimized thermal efficiency based on recent experience. The rear bodywork is tightly packaged, with twin “bazooka” exhausts mostly hidden from a frontal view to reduce drag. The rear wing is supported by two widely spaced pylons with serrations reminiscent of Ferrari’s style.
Rake angle and on-track impressions
From the first laps, it was clear that McLaren aimed for a moderate rake angle, pushing close to the regulatory limits. This setup choice by Peter Prodromou reflects a strategy to balance aerodynamic efficiency with stability, maximizing performance while adhering to the rules. The MCL40 demonstrates McLaren’s commitment to detailed engineering and iterative refinement, setting the stage for an exciting season ahead.
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