Oscar Piastrisuch a calm customer that if, you imagine, he found himself sitting on a hand grenade by mistake, he would calmly confirm the pin was still there before nonchalantly pointing out the carelessness of the person who left it behind. After that, he would continue with his daily tasks without giving it another thought.
But even Piastri's remarkable calm has recently faced strain, due to the flood of inquiries regardingMcLaren'new' – but not truly new – front suspension design and whether he intends to utilize it.
These types of investigations reveal a basic misinterpretation of F1 engineering: instead of providing a straightforward improvement in performance, new or different parts often offer alternative approaches to existing issues and bring their own set of compromises. However, the general public tends to favor a more straightforward story, which is frequently provided by the group of media analysts who enjoy highlighting a new part and discussing how many seconds it saves per lap.
"I feel like this is the fifth time I've explained it now, but it's not an upgrade," Piastri said, rolling his eyes and letting out a clearly audible sigh as he answered the question for the hundredth time during the...Belgian Grand Prix weekend.
It's simply another section. I've tested it in the simulation.
But although we have other real improvements still on the way, I don't... I want to obtain as clear an understanding of that [other new parts] as possible. It's a very small adjustment, as I've mentioned before.
It is meant to assist in certain ways, but it is... There are aspects that lead to... It exacerbates some issues.
Piastri's innate ability to avoid technical details has certainly increased rather than reduced the mystery. However, the main point is evident: this is not similar to the recentF1movie, in which replacing theedges of the Apex GP car's floorfor more extravagantly curved models, it alters the entire aerodynamic layout of the vehicle, transforming it from a "shitbox" into a leading contender.
McLaren's 'standard' front suspension is already very advanced, as it effectively merges robust anti-dive geometry—allowing the vehicle to operate at extremely low ground clearance, which is advantageous for its ground-effect system—with aerodynamic designs that help maintain optimal temperatures for the front tires. The lower wishbone, which is separated at the point where it connects to the hub, is a masterpiece.
But the 'cost' of this, at least as far as Piastri's teammateLando Norrisis concerned, is the absence of a clear sense of what the front and rear of the car will do next. Norris typically brakes later than Piastri and carries more speed into the corner, while increasing the steering angle, which naturally places a bit more demand on the front end and requires it to be responsive.
That's why, following his repeated minor but expensive mistakes at the start of the season, especially during qualifying sessions, Norris frequently mentioned not "connecting" with the MCL39.
I can't complete any of the laps as I did last season," he mentioned in Bahrain. "Back then, I knew every single corner and everything that would happen with the car - how it would occur. I felt completely in control. This year, I've felt the exact opposite so far.
McLaren offered an alternate front suspension setup to both drivers starting from theCanadian Grand Prixforward, but only Norris proceeded with it. It is assumed that the design was already in place, but McLaren kept it hidden because they believed the 'standard' configuration was more effective.
Additionally, starting from Montreal, McLaren introduced a new front-end aerodynamic system, with the new front wing design being the most noticeable component. As part of this system, McLaren modified several other parts near the front wheels, such as the brake ducts and the covers around the wheel hubs (the outer 'drum' is a standardized part, but the inner surfaces can be adjusted). The fairings on the suspension arms were also redesigned.
No matter what the self-proclaimed technology experts want you to think, these components are created to work together, producing a proportional total advantage, rather than operating as separate add-on speed-enhancing features.
The only noticeable difference in the alternative front suspension is the upper control arm, which has a thicker cross-section where it connects to the hub, indicating a higher steering axis inclination (SAI) — defined as the angle formed by a line connecting the upper and lower pivot points of the steering knuckle when viewed from the front. One of the side effects of increasing SAI is that the forces exerted on the upper control arm are increased.
A higher SAI contributes to a more distinct 'feel' in the steering since each stub axle follows a noticeable arc when the wheels are turned, causing the vehicle to move vertically. The peak of this arc occurs when the wheels are aligned straight ahead, resulting in a more powerful self-centering effect and making the steering seem lighter as the understeer threshold is reached.
Some drawbacks of increasing the SAI include making the steering feel heavier and causing an increase in positive camber on the outer wheel as steering force rises, which affects traction and tire degradation. It may also alter the vehicle's reaction to road imperfections when steering is in progress.
This is an agreement Norris is willing to accept as it provides the sensation he was missing. Piastri has concluded that the drawbacks are greater than the benefits for him.
If it were as straightforward as being an advantage, I would wear it without asking any questions," he stated. "But that's not how it is.
Read Also:
What makes McLaren's method of implementing F1 updates distinct from other teams?
Stella 'not keen on being comfortable' as McLaren F1 dominance persists