McLaren MCL39

[Vanja #66]

you're all welcome

[Watto]

you're all welcome

I was about to say I think you can thank Vanja for that.

[venkyhere]

Huge hullaboo about this flexi wings change. Teams have had nearly 4-5 months lead time (decision made pre-season, yet TD coming into force only after 8 races, 1/3rd season over) => all talk of 'game changer' / McLaren will drop like a stone in the pecking order etc is clickbait BS. That sort of narrative would have made sense, had the TD been enforced since race 1. That's not the case.

Even otherwise, the TD is not asking for 'rigid' (impossible) wings, it's just asking for 'less flexible' wings : something that was deflecting 20mm and 5mm at different test points, under different standard loads/weights in a static test, has to now deflect 15mm and 3mm with the same loads applied at the same points. If we crudely assume, force = stiffness (N/mm) x deflection (mm) ; we are talking about stiffness increasing 20/15 times for one loading and 5/3 times for the other loading. We can crudely assume that those wings (across teams) which were barely meeting the earlier deflection criteria, will be 25% and 66% stiffer in different portions of the wing.

I can't see this 'shuffling' the pecking order much as much as F1 media want us to believe ; because all teams have had so much 'lead time' to bring these parts.

[Vanja #66]

you're all welcome

I was about to say I think you can thank Vanja for that.

no problem, i'm just joking around

[AR3-GP]

[venkyhere]

https://i.postimg.cc/QCNGcGjC/image.png

All I see is a drilled rotor and a hole in the cake tin cover providing the route for entry/exit of 'rotor air'. What am I missing that is 'exceptional' about this ?

[AR3-GP]

https://i.postimg.cc/QCNGcGjC/image.png

All I see is a drilled rotor and a hole in the cake tin cover providing the route for air to hit the rotor directly. What am I missing that is 'exceptional' about this ?

I posted it to show the two wheel corners in different stages of build up.

[Z-one]

https://pbs.twimg.com/media/GsIAdz4XsAA ... ame=medium

two spec

[SilviuAgo]

I am really curious about this TD effect on pure performance. If Horner waited 3 months and 9 races to have the same outcome, that will be (very) embarrassing for all RB technical dept or whoever pushed on this direction. After Mini-DRS, water in tiers, front wing flexi saga....just curios what is next?



LATER EDIT: For the one who gave a -1 to this post is all about technical part of MCL39. Is a saga on McLaren FW specially brought by one person, and you have in the post also a direct comparison between MCL39 Imola FW and Catalunya FW, something easier to be seen as in previous posts. So I hope I answered your question. BR!

[SilviuAgo]

An article about McLaren's rear suspension
https://www.the-race.com/formula-1/gary ... n-thought/

By Gary Anderson

Whatever Gary says, its always the opposite to be true

Here his opinion on Front Wing topic. Maybe this time is right
https://www.the-race.com/formula-1/gary ... l-ferrari/

[SilviuAgo]

A very interesting technical analysis from Luciano @LucianoYoma
https://www.funoanalisitecnica.com/2025 ... laren.html

Main ideas:

• McLaren does not fear the drop in efficiency with the TD018, considering that so far they have always shown an already extremely optimized basic setup. A setup capable of putting the car in an excellent operating window, right from the first run on the track.

• The 2025 Spanish Grand Prix will not only be a matter of mechanical setup, but will also see the great issue of aerodynamic evolutions and the always complicated management of the tires at the center of the weekend.

• With the new directive of the International Federation intended to "block" the flexion of the front wing, the teams will be forced to recover aerodynamic efficiency on the front axle. McLaren is adamant that the aeroelasticity rule will not affect their leadership in any way. From our point of view, we can say that on a technical level they are right.

• The two MCL39s have excellent top speeds and the flex certainly helps to widen the setup window. But the secret of these cars is absolutely not the ability to federate the air with the car body. As mentioned, the advantage concerns the car's endemic ability to be at ease on any type of route, thanks to the enormous ductility with which English cars are equipped.

• The other "secret" concerns the use of roofs. On the tyre front, in fact, the challenge will be double at Montmelò: in qualifying McLaren should not encounter any particular difficulties in activating the compound, while maintaining the temperature in the optimal window throughout the entire lap is undoubtedly an important test.

• Barcelona has a demanding asphalt combined with high temperatures. The track requires careful control of the surface temperature, but the management of temperatures at the bulk (internal) remains a very critical aspect.

And as someone anticipated in a previous post, McLaren already tried the Spain FW spec at Imola in FP.
Source: https://www.autosport.com/f1/news/mclar ... /10727791/

[pazazamadaz]

Does anyone have an idea what the gaps in the leading edge of the second wing are for? They are in board.

[marcel171281]

The weave direction on the CF looks different were the top 2 elements attach to the nose cone.

[organic]

The weave direction on the CF looks different were the top 2 elements attach to the nose cone.

I see that too

[Sieper]

There is also an additional “loop” between the uppermost and middle element (outboard side)