Canadian Grand Prix: five teams innovate, McLaren leads with three updates

For the 2025 Canadian Grand Prix, only five teams have traveled with technical upgrades in their baggage. McLaren leads the charge with a particularly comprehensive package including three distinct modifications, while Mercedes opts for a more measured approach. As for Ferrari and Red Bull, there is not the slightest novelty to report.

McLaren optimizes aerodynamics and revises the suspension

The championship leaders are undoubtedly presenting the most ambitious development program of the weekend. Three updates have been made to the MCL39, the most significant concerning the front wing, which now features a completely redesigned setup. The famous “mermaid tails” have appeared on the end plates; these aerodynamic appendages are tasked with optimizing air flow management in different roll configurations of the car.

McLaren engineers have also reworked the geometry of the front suspension, a modification that may seem trivial but is accompanied by a redesign of the surrounding aerodynamic surfaces to maintain the efficiency of local airflow. This development directly addresses the complaints of Lando Norris, who regularly lamented the lack of feedback from the front of his car, a problem that has particularly handicapped him during qualifying sessions since the start of the season.

Andrea Stella, the British team director, had publicly acknowledged this front axle insensitivity, which was more disruptive to Norris than Oscar Piastri. The stated goal is to give the drivers a more precise feeling of their machine, especially during the most delicate driving phases.

Third part of the McLaren package, the rear wing also benefits from an updated version. The new medium downforce specification of the wing allows it to more effectively cover a wider range of drag, thus offering increased versatility to adapt to the specifics of different circuits.

Mixed initial feedback at McLaren

The front wing of McLaren turned out to be a test component that was not intended to be used beyond Friday. The team removed it after the first practice session, having collected the necessary data for its future aerodynamic research.

Regarding the front suspensions, only Lando Norris tested them during the first two free practice sessions. Piastri, who seems less affected by front-end feeling issues, didn’t find it necessary to try them immediately.

After Friday’s tests, Norris was cautious in his assessment: “Honestly, it’s hard to say on just one track, you have to go to many other circuits. Especially here, it’s unique with the bumps, the curbs, and the low level of grip we have. A bit early to tell, but everything aims to develop the car in the right direction and give me more feeling, which is a good thing,” he stated on the matter.

The team had to make a decision after the second session to determine whether it would keep this new specification for the rest of the weekend.

Mercedes adjusts the brakes and the floor.

In Brackley, a more focused strategy was chosen with two developments exclusively targeting the aerodynamics of the floor. The first area of focus is the floor edge, with wider air intake and exhaust openings in the front brake cooling ducts. This adaptation specifically addresses the demands of the Circuit Gilles Villeneuve, known for placing significant stress on braking systems through its numerous harsh decelerations.

Second project, the floor edge undergoes a reduction in the chord of the wing element accompanied by modifications on the blades. These adjustments increase the mass flow rate of air circulating under the front part of the floor and the vorticity produced by the barrier system, thus generating additional aerodynamic load at the floor level.

Racing Bulls refines the aerodynamic balance

Racing Bulls, on the other hand, presents quite a remarkable double development. The Faenza team has shortened the chord of the rearmost element of the front flap. When the rear downforce levels decrease, the car requires rebalancing with less front downforce. This reduced chord flap allows for lowering the aerodynamic balance beyond the minimum range achievable with the previous configuration.

At the rear, the shape of the end plate of the brake drum’s lower fin has been revised. The vorticity generated by this fin contributes to the management of air flow around the tire and the diffuser. This update improves the quality and consistency of the generated vortex, increasing the rear downforce of the VCARB 02.

Aston Martin and Alpine adapt to the specifics of the track

Aston Martin has taken a similar approach to Mercedes regarding the issue of brake cooling. The Silverstone team fitted the AMR25 with a front brake duct equipped with an enlarged air outlet, allowing for increased airflow through the front corner to meet the specific thermal demands of the Canadian circuit. This modification is specifically aimed at managing the significant thermal load generated by the multiple braking zones of the Montreal track.

Alpine has opted for an intervention on the front wing with a reprofiled and shortened flap. This modification produces less aerodynamic load, thus providing the balance range necessary for the track’s specificities. The shorter flap offers the French team more adjustment options according to each driver’s preferences and the evolution of track conditions.

New engines for multiple teams

In parallel with these aerodynamic developments, several drivers have received new power units for this Canadian weekend. Mercedes has equipped George Russell and Kimi Antonelli with their third engine of the season, a decision made following recent reliability issues faced by the German team.

Fernando Alonso at Aston Martin is in the same situation and is also using his third power unit. More worryingly, Liam Lawson of Racing Bulls is already starting his fourth power unit out of the four allocated for the entire season, which means he will face a grid penalty if he has to take a fifth in a future Grand Prix.

These engine changes involve all elements of the power unit: internal combustion engine, turbocharger, MGU-H and MGU-K for the four drivers, as well as the exhaust system. All of these elements remain within the regulatory limits allowed for the 2025 season.