This solution, as with the Ferrari front wing shown previously, is designed to compensate for the low air density at the high-altititude Interlagos circuit. Air pressure is increased in the rear wing area by a greater angle to the extremities of the main profile, its boundaries limited at one end by...
Monza is the fastest circuit on the calendar, with long straights interrupted by tight chicanes, and teams must therefore use a low-drag configuration to maximise performance. The McLaren is sporting a heavily-revised front wing here. The upper profile, which had been used to optimise airflow to the...
At the rear of the McLaren, instead of its standard double profile, the Monza set-up features a single, almost flat, profile (see red arrow) with a slight upward curve in the middle. This configuration matches the low-drag set-up adopted at the front and will help make the rear diffuser become rigid...
The removal of the front-wing's upper profile at Monza has meant a small change for the cooling fins placed in front of the cockpit on either side of the McLaren chassis (red arrow). They are now at a lower point (inset circle shows previous placing) and a few centimetres back from their original...
In contrast to its Ferrari rival, which sports multiple cooling gills, the McLaren features totally enclosed sidepods, despite the high Turkish temperatures. The MP4-22's radiator layout, however, does not differ greatly from that of the F2007. The radiator pack sports a single incline of around 68...
The famous horns were gone at the last round at the Nurburgring and remain absent in Hungary, though it is too early to say whether the change is definitive. What is clear is that the new 'cleaner' configuration of the engine cover works in partnership with the heavily-revised rear wing adopted at...
This change, introduced at the Nurburgring, sees the extremities of the wing clearly bent upwards (red arrow), creating a curved entry profile to the wing's upper element. This configuarion provides better management of the airflow impacting the central section of the wing and reduces the turbulence...
A failure on the wheelgun, or at least the wrong pneumatic air pressure applied to it, was at the root of Lewis Hamilton's qualifying accident at the Nurburgring. To summarise, the fault meant it was not possible for the mechanic changing the right-front wheel to completely fasten the wheel nut...
Though not new, recent refinements to the lower section of the McLaren's barge boards (right arrow) are particularly significant here, given the nature of the Nurburgring's layout - neither slow nor fast, instead featuring a continuous series of short straights and smoothly linked corners. This...
In Australia McLaren introduced two thin, small winglets to the side of the front section of the chassis. While these elements don't noticeably increase downforce, they do act as turning vanes, splitting the airflow directed towards the cockpit. In Montreal and in Indianapolis, these elements were...
Introduced in Canada and retained at Indy, this looks set to become a definitive change. The long, curved slit (blue arrow) cuts through almost the entire length of the large vertical winglet shield at the front of the sidepod. The function is to better divert airflow away from the side of the car...
McLaren debuted this in Canada as part of the ongoing development of the MP4-22's aero package. The new wing features a completely flat main profile, designed for low to medium-downforce circuits, and the base of the central mounting pillars (yellow arrow) has been brought forward, the pillars now...
McLaren introduced their innovative 'bridge' wing, with its upper profile spanning across the car's low nose, at the last round in Spain. For Monaco it has been modified. The central section of that upper profile is now flatter and about 3cm lower than before. This increases air pressure and raises...
In addition to their new front wing, McLaren also introduced some interesting rear-end changes in Spain. The bodywork close to the clearly-visible exhaust pipes (upper arrows) now looks slightly lower and the flip-ups in front of the rear wheels now feature a different vertical endplate with a...
Tested extensively in Barcelona last week, this is a development of the concept first introduced by Renault two years ago and evolved by many teams since. Previously, two additional, upper profiles were attached to the wing's endplate at one end and the car's nose at the other. The McLaren design...
Since the last Bahrain test session, two winglets have been added to the side of the front section of the chassis. Last season similar additions were used by Renault in a few races. These elements don't noticeably increase the downforce, instead they act as turning vanes, splitting the airflow...
Until recently McLaren were one of the few teams not sporting large vertical winglets, or shields, in front of the sidepods. They finally introduced their interpretation of these elements (red arrow) at the recent Bahrain test. With a less rounded leading edge than many rivals' equivalents, they are...
The MP4-22 sports a very different nose pillar arrangement to its predecessor. Rather than being connected to the wing's main profile as before, the curved pillars are now attached to the lower of the wing's two flaps (yellow arrows), leaving the main wing profile completely free. The result is that...
