Technical analysis: McLaren MP4-24

After over 18 months of development, the team have gone back to review every element of the new package to ensure the grip from slick tyres and reduced aerodynamics are maximised. As a result, the McLaren appears to be more developed than its peers and exploits some different concepts in its aerodynamics.

Starting with an all-new monocoque the car sports a highly-raised front chassis section, with a rounded drooping nose at its tip. The nose is long and its underside features a scalloped shape, akin to Renault's R28, which should work to reduce pressure and increase downforce under the nose cone.

Already debuted in testing, the front wing is a more complex affair than seen elsewhere so far, with a two-element flap. Interestingly, only the upper element of the flap moves as allowed under the adjustable front wing rule for 2009: this is controlled by a switch on the steering wheel.

Only a simple bargeboard was fitted to the car for the launch, while the front splitter features a clever T-shaped fence to recoup some of the losses from not having more bodywork in this area.

But it's the sidepods that are the biggest divergence from designs seen so far. McLaren have chosen the keep the sidepods tall and slim: this maximises the space between the rear wheels and, in order to allow sufficient cooling area, the exit to the bottle zone curves outwards at floor level. The exhaust outlets are a distinctive feature, being placed high and far back.

At this stage the removeable panels do not feature any hot air outlets, but the lack of any other exits suggests this might change when the car starts testing in warmer climes. Aiding the airflow out of the back of the sidepod and improving flow over the diffuser the gearbox fairing converges into a sharp "V" shape at the rear of the car.

The upper bodywork echoes the MP4-23, with the complex undercut roll structure and humped tail fin. Again, the rear wing features some concepts from its predecessor, with the endplates merging into the flap and three slots to reduce drag, which will be critical now that the wing is narrower and steeper.

Having made huge improvements to its engine through 2008, the car carries the same power unit revised to meet the reduction in revs and extended life. The engine also connects the KERS motor/generator to the carbon gearbox, the motor unit sitting within the niche in the back of the monocoque where the oil tank usually sits. This has required the resiting of the oil tank.

KERS also needs the car to carry a power control unit and batteries to control and store the power from the motor generator. These will be sited within the sidepods: the left hand one features an extra inlet to cool them.

As McLaren are so advanced with their 2009 project, the launch car was the second chassis to be built up, as the first chassis is already in Portugal, ready for its shakedown with Pedro de la Rosa tomorrow.

McLaren will only make five chassis, compared to the usual six, this year due to the limitations in track testing.