McLaren leads the F1 constructors’ championship. The Woking team has a fantastic car, the benchmark in the top category of motorsport. Yet, there is some regret for not maximizing its potential. Beyond the penalty imposed for the overtake on Max Verstappen, which we consider excessive and out of place, Lando Norris and, generally, the English team almost never manage to optimize the performance of the MCL38. We are talking about a complete car that was recently further updated, right in Austin.
Several modifications, including the front wing, the fairings of both suspension groups, and the beam-wing. Technical measures to further refine and better manage the airflow, ensuring more aerodynamic cleanliness, plenty of downforce, and good efficiency for the papaya-colored car. However, these interventions did not make as much difference as previous ones. Undoubtedly, the single free practice session in Texas did not help, as the only sixty minutes available to test the car were not enough to fully understand how to maximize the performance of the cars.
The fact is that Ferrari won, and a Red Bull—specifically that of the three-time F1 world champion—finished ahead. McLaren finished fourth and fifth on American soil, just off a podium that they hadn’t missed since the Chinese Grand Prix. Yes, because it had been 14 consecutive races in which at least one of the two drivers had finished in the top three. The English team holds an advantage over Red Bull and Ferrari in the constructors’ standings but must remain cautious. Meanwhile, in the drivers’ championship, the goal is becoming increasingly distant, with Charles Leclerc closing in on Norris, now just 22 points behind.
F1, McLaren learns from its mistakes to study the right setup for Mexico
The Mexican Grand Prix, the 20th round of this beautiful F1 season, represents a crucial opportunity for McLaren. A team that has shown great improvements throughout the season but failed to maximize its potential in the last weekend in Texas. The MCL38 is a very versatile car, with a wide operating window and capable of adapting to various conditions. However, Ferrari and Red Bull have further expanded their operational window, nearing the optimal point. This has put pressure on the Woking team.
In the first sector of the Circuit of the Americas, during qualifying, the three cars were very similar in pure performance, though McLaren was slightly behind. The British team was forced to sacrifice this zone, sector 1, which features types of corners where they are generally very strong, thanks to excellent handling on bumps and high vertical downforce generated by the car’s floor. This was a move to optimize the overall lap. In Mexico, the team is expected to present a package with plenty of downforce to favor the setup in the more technical sectors.
Finding the right balance to optimize top speeds will be crucial. Ferrari has recently found a setup philosophy that allows them to maintain high top speeds without sacrificing performance in high lateral acceleration corners. McLaren will need to work on this point and follow a similar path to remain competitive. From a mechanical grip standpoint, the MCL38 has proven to be the car with the best traction in the last four Grands Prix, a factor that could play a key role, especially in sector 3 of the Mexican circuit.
This part of the circuit is characterized by slow corners that emphasize acceleration phases and mechanical stability. Thanks to the versatility of their package, McLaren has several options to maximize the setup based on the track characteristics and atmospheric conditions. In qualifying, the MCL38 has already demonstrated a great ability to prepare the tires for a flying lap, managing to “light up” the compounds very quickly. This aspect has been an advantage, particularly in the last two sectors, although sometimes the warming has been too aggressive.
In Texas, for example, Norris had to modify his approach in Q3, reducing the demand for traction on corner exit to avoid overheating and preserve grip throughout the lap. This adaptability will be essential in Mexico, where managing the front-end through different corners will be key. On the other hand, in the race, the English cars have shown some weakness in managing tire temperatures, an area where they have lagged behind Red Bull. Despite this, the team managed to mitigate the problem with well-thought-out strategies.
Just think of the first stint in Austin, where the leading F1 team in the constructors’ championship deliberately adopted a slower pace. This move was meant to ease the introduction of the tires and thus extend their useful life. For round 20, McLaren has decided to focus heavily on this aspect, aiming to achieve a better qualifying-race compromise. This required extensive work in the simulator on suspension parameters. Quick warm-up of the front tires in qualifying will offer an advantage, but it will be just as important to find a balance for tire management throughout the stint.
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