At the Belgian Grand Prix, McLaren unveiled a new rear wing that marks a significant conceptual shift, aligning it more closely with Red Bull’s design philosophy.
This wing is not only the lowest downforce version that the Woking-based team has used on the MCL38 this season, but it also represents the first of a series of designs intended for various track conditions as the season progresses.
Traditionally, teams categorize rear wings into three basic classifications: low, medium, and high downforce variants.
However, given the diverse range of circuits on the calendar, there is more complexity involved, allowing for some adaptability in how each variant is configured.
Teams are increasingly optimizing the downforce-to-drag ratio of their rear wings by incorporating adjustments to their beam wing solutions, which can aid in refining the car’s balance for optimal performance.
In addition, factors such as the chord length of the upper flap, the presence of a Gurney flap on the trailing edge, and the design of the tip section and endplate cutout are all methods of customizing a wing to meet specific requirements.
A detailed analysis of the McLaren rear wing introduced in Belgium reveals some novel features when compared to the range of solutions utilized earlier in the season.
The most prominent change is in the transition between the mainplane and endplate, where a squarer radius has been adopted.
This redesign introduces various implications, as several airflow patterns converge at this junction. The shape of the cutout and the modified semi-detached tip section are also influenced by these changes.
This lower downforce version of the new design effectively occupies much less space within the allowable box region across the entire wing span.
Consequently, it presents a more uniform profile across the wing’s width, moving away from the traditional deeper, spoon-shaped design that has characterized this regulatory period.
The upper flap has also undergone redesign in correlation with these modifications, ensuring not only its optimal performance in a closed position but also enhancing its functionality during DRS activation.
This marks a distinct shift in technique for McLaren, drawing them closer to the broader DRS strategy that Red Bull has successfully employed throughout the current ground effect period.
Additionally, McLaren has adjusted the V-shaped notch around the upper flap’s centerline, which had already been refined earlier this season. The notch is now appropriately sized in relation to the upper flap while taking into account the Gurney flap on the trailing edge.
Lando Norris, McLaren MCL38
Photo by: Sam Bagnall / Motorsport Images
Additionally, McLaren has eliminated the upwashing swage line from the outer face of the endplate, a feature that had been part of their design language for a considerable time.
This modification resulted in changes to the beam wing and the rear brake duct winglets, as these components operate in close proximity to one another.
