We choose up proper the place we left off. Friday’s free observe in Saudi Arabia as soon as once more painted the identical image seen in current occasions of this early season, with McLaren main the way in which and able to intimidate its rivals. A now customary papaya one-two, however one which highlights a number of attention-grabbing factors, beginning with the rear wing selection.
In Jeddah, the Woking group confirmed up with a lower-downforce rear wing in comparison with earlier Grands Prix. It’s not fully new, as this setup had already been examined throughout pre-season testing in Bahrain and in FP1 in Australia, though in each instances they reverted to a medium-downforce configuration.
On a circuit like Jeddah, it’s important to strike the fitting steadiness between the downforce wanted to be aggressive within the first sector and high speeds to take full benefit of the lengthy straights within the second and third sectors. The grip offered by Jeddah’s asphalt—among the many finest on the calendar—allowed groups to go for decrease rear downforce, as additionally seen in Suzuka.
This context helps clarify why McLaren adopted the trail already taken by different groups, decreasing rear downforce in the hunt for higher straight-line efficiency. Whereas it’s nonetheless unclear how far more McLaren has up its sleeve when it comes to engine maps, a part of the hole remains to be seen, particularly in comparison with Ferrari and Crimson Bull.
Nonetheless, one vital issue should be thought-about: as confirmed by Helmut Marko, Crimson Bull ran barely extra aggressive engine settings in Saudi Arabia than regular, which implies the RB21’s efficiency on the straights is already near what we are able to count on in qualifying.
To offer a benchmark, on the 2 straights of the second and third sectors, the MCL39 has a velocity deficit to Crimson Bull of between 5 and seven km/h. In comparison with Ferrari—which lowered its DRS flap—the hole narrows to round 4 km/h. It’s price noting that in FP2, Charles Leclerc additionally eliminated the beam wing, switching to a model with a single ingredient, whereas holding the trimmed DRS flap.
So if McLaren is dropping time on the straights, it’s honest to ask the place it’s making the distinction and the way it managed to complete the lap almost three tenths forward. The key lies within the first sector. Norris, working on Friday with out upgrades, was very aggressive and efficient into Flip 1, carrying quite a lot of velocity into Flip 2 because of late braking.
The important thing issue is how Norris manages to keep up such excessive entry velocity with out compromising the transition into Flip 2. That’s the place he builds a part of his benefit—even over his teammate, who was suggested to attempt a extra aggressive strategy into Flip 1 by braking later.
Norris’s efficiency on this section additionally highlights one other issue: the wonderful work executed by McLaren engineers to cut back mid-corner understeer in slower sections. This enchancment has helped mitigate one of many automotive’s former weaknesses and allowed it to attain a greater steadiness between high-speed and low-speed areas—now one of many MCL39’s finest qualities.
On this part, Crimson Bull, Ferrari, and Mercedes all lose just a few tenths, a spot that widens over the remainder of the lap. It’s price noting that Charles Leclerc set his finest time on his third try, having aborted two laps attributable to site visitors. But even on contemporary tires, he struggled in that sector. Additionally, Lando Norris’s time got here on a used set, which isn’t stunning since Jeddah has all the time been a low-degradation monitor.
Trying additional again, Oscar Piastri made up time later within the first sector, particularly in Flip 4, the place he was far more aggressive each on entry and exit, with much less throttle modulation. Curiously, Norris had matched his teammate within the first run, suggesting that if he had nailed all the things, the hole might have been even greater.
Total, Flip 4 is a robust level for the MCL39, particularly mid-corner, the place understeer can change into vital. That is mirrored in the truth that even with a less-than-perfect exit, Norris nonetheless gained floor on Ferrari and Crimson Bull. A big a part of McLaren’s benefit is constructed between the primary chicane and Flip 4.
Issues shift within the following sequence of corners—7, 8, 9, and 10—the place Crimson Bull catches up, which is not any shock. In these high-downforce corners, which require sturdy stability and aerodynamic help, the vehicles from Milton Keynes, with their stiff setup, have all the time excelled. What’s stunning is the competitiveness of the SF-25, the quickest of the highest groups in Flip 9.
Within the season’s opening rounds, Ferrari already confirmed enchancment in sooner sections, though each Oscar Piastri and Lando Norris had been additionally lifting barely in that nook. Nonetheless, seeing Ferrari so aggressive there’s definitely a optimistic signal.
McLaren regains floor in areas like Flip 4, the place entry is essential and adopted by fast path modifications, as within the quick chicanes of Turns 16 and 17, the place it features 7 km/h over the competitors, and in Turns 22 and 23, the place the delta is smaller however nonetheless current.
What’s sure is that, as seen elsewhere, McLaren confirmed itself as the highest group. As anticipated, it makes the distinction in additional technical sections, the place front-end grip and total steadiness matter most, whereas nonetheless trailing on the straights. Ferrari—significantly with Charles Leclerc—appears to have recognized the path to pursue for the remainder of the weekend.
For Crimson Bull, this was their finest Friday of the season thus far—an vital basis, since with an already stable setup, they’ll now deal with refining numerous elements slightly than overhauling the automotive. Mercedes, then again, stays a query mark: it was extra aggressive in FP1 than in FP2, the place—attributable to site visitors and problem activating the smooth tires in cooler monitor circumstances, particularly for Antonelli—it couldn’t discover the fitting method to maximise the W16.
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