We choose up proper the place we left off. Friday’s free follow in Saudi Arabia as soon as once more painted the identical image seen in current occasions of this early season, with McLaren main the best way and able to intimidate its rivals. A now customary papaya one-two, however one which highlights a number of fascinating factors, beginning with the rear wing alternative.
In Jeddah, the Woking staff confirmed up with a lower-downforce rear wing in comparison with earlier Grands Prix. It’s not totally 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 appropriate steadiness between the downforce wanted to be aggressive within the first sector and prime speeds to take full benefit of the lengthy straights within the second and third sectors. The grip supplied 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, lowering rear downforce seeking higher straight-line efficiency. Whereas it’s nonetheless unclear how rather more McLaren has up its sleeve by way of engine maps, a part of the hole continues to be seen, particularly in comparison with Ferrari and Pink Bull.
Nevertheless, one necessary issue should be thought of: as confirmed by Helmut Marko, Pink Bull ran barely extra aggressive engine settings in Saudi Arabia than traditional, which implies the RB21’s efficiency on the straights is already near what we will 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 Pink Bull of between 5 and seven km/h. In comparison with Ferrari—which decreased its DRS flap—the hole narrows to round 4 km/h. It’s value noting that in FP2, Charles Leclerc additionally eliminated the beam wing, switching to a model with a single component, whereas conserving 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, operating on Friday with out upgrades, was very aggressive and efficient into Flip 1, carrying a variety 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 strive a extra aggressive strategy into Flip 1 by braking later.
Norris’s efficiency on this phase additionally highlights one other issue: the wonderful work carried out 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 realize a greater steadiness between high-speed and low-speed areas—now one of many MCL39’s finest qualities.
On this part, Pink Bull, Ferrari, and Mercedes all lose a couple of tenths, a niche that widens over the remainder of the lap. It’s value noting that Charles Leclerc set his finest time on his third try, having aborted two laps as a result of site visitors. But even on recent 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.
Wanting additional again, Oscar Piastri made up time later within the first sector, particularly in Flip 4, the place he was rather more aggressive each on entry and exit, with much less throttle modulation. Apparently, Norris had matched his teammate within the first run, suggesting that if he had nailed all the pieces, the hole might have been even greater.
General, Flip 4 is a robust level for the MCL39, particularly mid-corner, the place understeer can grow to be important. That is mirrored in the truth that even with a less-than-perfect exit, Norris nonetheless gained floor on Ferrari and Pink 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 Pink Bull catches up, which isn’t any shock. In these high-downforce corners, which require robust stability and aerodynamic assist, the automobiles 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 may be actually a optimistic signal.
McLaren regains floor in areas like Flip 4, the place entry is essential and adopted by fast route adjustments, as within the quick chicanes of Turns 16 and 17, the place it positive factors 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 staff. As anticipated, it makes the distinction in additional technical sections, the place front-end grip and general steadiness matter most, whereas nonetheless trailing on the straights. Ferrari—notably with Charles Leclerc—appears to have recognized the route to pursue for the remainder of the weekend.
For Pink Bull, this was their finest Friday of the season up to now—an necessary basis, since with an already stable setup, they will now deal with refining numerous facets fairly than overhauling the automotive. Mercedes, alternatively, stays a query mark: it was extra aggressive in FP1 than in FP2, the place—as a result of site visitors and issue activating the comfortable tires in cooler monitor circumstances, particularly for Antonelli—it couldn’t discover the appropriate method to maximise the W16.
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