McLaren’s cars started Monaco’s qualifying session from the seventh and eighth rows, far off the Mercedes‑held pole.
New front wing tested but quickly discarded
After a brief trial of a revised front‑wing concept during practice, the team reverted to the previous specification for qualifying, citing the need for more reliable data.
Team principal Andrea Stella stressed that the wing is merely the first step of a broader aerodynamic package, and that understanding its on‑track behaviour versus simulation predictions is essential before further components can be introduced.
Both drivers—Oscar Piastri and Lando Norris—used the new wing in the final practice session, but Norris’s FP2 accident limited comparative testing.
Down‑force and mechanical grip still lagging
The MCL40 appears to generate less peak down‑force than the leading Mercedes and Ferrari machines, a shortfall that compounds an existing deficiency in mechanical grip.
McLaren’s recent strategy of softening tyre‑load sensitivity, historically advantageous for the Pirelli compounds, now leaves the car struggling to bring both axles up to temperature, especially in cooler conditions.
Stella noted that while the front wing’s performance aligns reasonably with expectations, additional refinements are required to close the gap to rivals.
Incremental parts rollout preferred over large packages
Given the fresh technical regulations, McLaren plans to introduce new aerodynamic elements as soon as they clear internal validation, rather than waiting for a bundled update.
Stella explained that the team will continue to mount fresh components ahead of each race, using each installation as a learning opportunity to accelerate the car’s overall aerodynamic maturity.
“Our development process remains a strength,” he affirmed, signalling confidence that continuous, smaller‑scale upgrades will eventually lift the MCL40’s performance.
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