Jonas Leo
WOKING, UK – McLaren Formula 1 team principal Andrea Stella has confirmed that the Woking-based outfit is meticulously examining a puzzling deficit of approximately "one-and-a-half tenths" per lap to fellow Mercedes-powered team, Mercedes-AMG Petronas F1 Team, specifically on straight sections of circuits. This investigation comes despite both teams utilising the identical Mercedes High Performance Powertrains (HPP) power unit, raising questions about aerodynamic efficiency and optimal engine exploitation.
Speaking from Austria, Stella outlined the current performance landscape, estimating the overall gap between McLaren’s MCL40 and Mercedes’ W15 to be in the range of three to four tenths per lap. A significant portion of this gap, approximately 70%, is attributed to cornering performance, where Mercedes’ current challenger generates superior downforce. This aspect, Stella noted, is a clear area of focus for McLaren, with several development projects already underway to enhance the MCL40’s aerodynamic grip. However, it is the remaining 30% of the deficit, manifesting on the straights, that presents a more complex engineering challenge for the team.
The immediate assumption for a straight-line speed differential often points towards increased aerodynamic drag. A car with higher drag experiences greater resistance as it pushes through the air, hindering its top speed and acceleration. While McLaren acknowledges this as a potential contributing factor, the team is also keenly exploring the nuances of how each outfit extracts performance from the shared Mercedes power unit. This deeper dive into power unit exploitation encompasses various elements, including the sophisticated energy recovery system (ERS) deployment strategies and the optimisation of the internal combustion engine (ICE) power.
Historically, customer teams, even with identical hardware, can face a slight disadvantage compared to a works team like Mercedes, which has direct and immediate access to the engine manufacturer’s full suite of data, development tools, and expertise. Stella had previously touched upon this dynamic earlier in the season, noting Mercedes’ inherent advantage in optimising its own powertrain. However, he was quick to commend the ongoing collaboration and dialogue between McLaren and Mercedes HPP, indicating a constructive partnership aimed at unlocking maximum performance.
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"When it comes to our gap to Mercedes, it’s always been between three and four tenths, it comes in the corners predominantly, probably 70% in the corners and 30% in the straights," Stella explained, providing a detailed breakdown of the performance disparity. "In the corners, it’s very clear why that is the case; it’s the fact that their car generates more downforce than our car, and this is something that we are working on, and we have good projects that will land trackside."
Shifting focus to the straight-line issue, Stella continued, "The 30% happening in the straights, it might have to do with some additional aerodynamic drag that we have on our car, but we are also looking at the way we exploit the power unit, because the speed deficit is quite significant. I don’t know if you have access to the GPS overlays, but I think nowadays that’s a really interesting source of information to see the characteristics of the various cars. You will be able to see that, for instance, there’s probably one-and-a-half tenths, one tenth at least, that we lose in the straights, and definitely we need to go and look into why that is the case."
The complexity of "reverse-engineering" such a problem is substantial. In Formula 1, where marginal gains dictate success, distinguishing between the precise impact of aerodynamic drag and subtle differences in power unit operation can be challenging. GPS data overlays, widely used by teams and analysts, offer granular insights into speed traces and acceleration profiles, highlighting where performance is gained or lost across different sections of a lap. McLaren’s engineers are undoubtedly scrutinising this data to pinpoint the exact nature of the straight-line disadvantage.
The electrical energy deployment from the ERS is a critical component of modern F1 power units, providing a significant boost in acceleration and top speed. Its effective management is highly sensitive to driving style, track characteristics, and how the energy is distributed over the course of a lap. Stella acknowledged that significant progress has been made in this area through enhanced collaboration with HPP. "From this point of view, there’s been good progress, and good collaboration with HPP. We now have better tools thanks to the fact that HPP has helped the development of our tools and we have a more effective collaboration. I think we are better in terms of exploiting the power unit from an electrical energy deployment," he stated.
However, the team principal also highlighted that the ICE power and other mechanical aspects, such as gear ratios, must also be considered. "But there’s also the ICE power that we should consider, and like I said I cannot talk about differences from a power unit point of view, because just assuming that the power unit is the same – there may be differences from a drag point of view," Stella elaborated. He cautiously conceded that Mercedes likely possesses a less draggy car, and that differing gear ratios between the two teams could also influence straight-line performance. These ratios, carefully selected for each circuit, can prioritise acceleration or top speed, and a discrepancy here could account for some of the observed differences.
McLaren’s current strategy involves a diagnostic approach: aggressively reducing aerodynamic drag on the MCL40 to isolate the problem. "The outcome is that there is a few kph difference, but there could be multiple sources and this is a typical problem when you reverse engineer competitors; you can’t effectively distinguish what’s the drag from what’s the from what’s the power unit," Stella noted, underscoring the challenge. "The only thing I know and the only thing that is under our control is that we need to minimise all the sources of drag on the MCL40 – and this is what we are concentrating on, while we keep a very tight collaboration with HPP."
This deep dive into performance metrics is particularly pertinent as the Formula 1 season progresses. McLaren has enjoyed a resurgent 2024 campaign, with drivers Lando Norris and Oscar Piastri consistently challenging at the front, securing podium finishes, and positioning the team strongly in the Constructors’ Championship, currently sitting third ahead of Mercedes. Mercedes, meanwhile, despite being the reigning engine supplier, has faced its own set of performance challenges with the W15, placing them fourth in the standings. Closing this specific straight-line gap could be crucial for McLaren in consolidating its position and potentially challenging the front-running Red Bull and Ferrari teams more consistently, especially on high-speed circuits.
The upcoming British Grand Prix at Silverstone, known for its rapid corners and long straights, will offer another crucial test for both teams. The ability to carry speed through corners and then maximise straight-line performance will be paramount. McLaren’s efforts to understand and rectify this subtle yet significant performance differential will be keenly watched, as the pursuit of every millisecond can be the difference between a podium finish and a points-scoring position in the fiercely competitive world of Formula 1. The outcome of their investigation will not only impact their current season trajectory but also inform future car development as the team strives to return to championship-contending form.
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Author Profile
- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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