Mercedes has redesigned the chassis, but unlike Ferrari, which modified the monocoque to adopt the pull-rod front suspension, the Brackley team has stuck to the traditional push-rod layout while following McLaren’s approach in relocating the steering arm.
On the W16, the steering column is no longer visible immediately inside the front of the monocoque, as this element has been moved into a space within the lower wishbone.
Previously, the steering arm was positioned just above the front element of the wishbone, creating an airflow channel. Now, it has been relocated to a similar position but aligned with the rear arm.
There are two main reasons for this change. First, shifting the weight within the axle helps improve mass distribution. Second, it provides an aerodynamic advantage by better managing the airflow directed toward the Venturi channels, enhancing the downforce generated by the car’s body.
The technical team led by James Allison, reinforced by the arrival of Simone Resta as deputy technical director, has embraced McLaren’s concept without the extreme execution seen on the MCL39. It was also easier for Mercedes to move the steering column rearward since the chassis floor lacks the pull-rod linkages, with all push-rod suspension elements positioned in the upper section.
McLaren has pushed the front-end concept of the MCL39 to the limit after last year’s successful experience. The upper wishbone is hinged at the front arm at the top of the chassis, while the rear arm is incredibly angled downward. The goal appears to be less about increasing the anti-dive effect—reducing nose dive under braking to prevent rear-end lift and instability—and more about aerodynamic efficiency.
Notably, the anti-dive arm is inclined to align with the pull-rod tie rod. Additionally, the carbon cover has a curved shape with a variable chord, wider near the chassis (blue arrow) and narrower toward the wheel hub (red arrow). These four distinct elements interacting with the airflow almost align into just two, reducing drag and directing the flow toward the Venturi inlets.
Credit for these extreme solutions goes to Peter Prodromou, McLaren’s head of aerodynamics. The 56-year-old Briton, known for his innovative ideas, was highly valued by Adrian Newey during their time at Woking before being brought to Red Bull. However, the Greek-Cypriot engineer is a free spirit and sometimes gets carried away with overly radical solutions.
Since Rod Marshall joined McLaren from Red Bull at the start of last year as technical director, some of Peter Prodromou’s excesses have been curbed. Marshall has successfully refined his former Milton Keynes colleague’s creative ideas into a rational and effective project.
Rather than pushing McLaren’s concepts to the extreme, Mercedes has chosen to optimize them, giving the W16 a more predictable handling behavior compared to its predecessors. There is optimism at Brackley regarding the work done, though they acknowledge McLaren’s clear superiority—at least at the start…
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