Under the leadership of British engineer John Barnard, the team of engineers, Steve Nichols, Gordon Kimball, Alan Jenkins, Tim Wright, and Bob Bell, only slightly updated the MP4/2, which, although based on a three-year-old design, remained one of the most competitive single-seaters on the Formula 1 circuit. In its third evolution, the “C” version, it was used by the McLaren team during the 1986 Formula 1 World Championship.
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| McLAREN MP4/2C, Alain Prost Hungaroring, Hungarian GP 1986 |
The only modifications were minor aerodynamic tweaks and a reduction in the fuel tank capacity, which in 1986 was limited to a maximum of 195 liters per race, down from 220 the previous season. This change was mandated by the FIA to curb the escalating performance of turbo engines, which that year began exceeding 1200 hp in qualifying (with BMW even reaching 1400 hp on a single lap) and over 1000 hp in race conditions. However, due to the rapid evolution of new electronic control units, fuel consumption decreased significantly, and most engine manufacturers surpassed the performance of the TAG-Porsche TTE P01 V6 Turbo powering the McLaren, which had already reached its mechanical limit. Despite Porsche’s experience in endurance racing electronics, they couldn't work miracles: the German engine managed 960 hp in race conditions and a maximum of 1060 hp in qualifying. But reaching those figures came at a cost—fuel consumption, once the strength of the TAG-Porsche in previous seasons, became the Achilles’ heel of the MP4/2C, leaving McLaren drivers stranded without fuel on several occasions.
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| McLAREN MP4/2C, Alain Prost Monza, Italian GP 1986 |
After Lauda’s retirement at the end of 1985, French reigning World Champion Alain Prost was joined by Finnish driver Keke Rosberg. However, Rosberg’s aggressive driving style, marked by hard braking and sudden acceleration, didn’t suit a car that had been mechanically tuned over the past two years to accommodate the smoother driving styles of Lauda and Prost. Throughout the season, Rosberg struggled to connect with the car, and Barnard’s persistent refusal to adapt the setup to the Finn’s needs led the driver to retire from racing at the end of the year. Some speculated that Barnard's refusal stemmed from the fact that he had already signed a contract with Ferrari for the 1987 season and had no intention of altering what he considered his finest creation.
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| McLAREN MP4.2C, Keke Rosberg Montecarlo, Monaco GP 1986 |
By the end of the season, Rosberg had collected only 22 points, compared to Prost’s 72. Despite lacking the best car on the grid, Prost's consistency earned him a second consecutive drivers' title. During the season, the Williams FW11, powered by the potent Honda V6 turbo, proved clearly superior to the MP4/2C. However, the internal rivalry between the two Williams drivers allowed Prost to clinch the 1985 title in a dramatic season finale. At the final race in Australia, on the Adelaide circuit, Mansell entered with a 7-point lead. While running third, a position that would have secured the title, his left rear tire exploded on the straight, forcing him to retire. As a precaution, Williams called Piquet into the pits for fresh tires, assuming Prost would also pit. Instead, Prost stayed out, reduced his pace, and won the race, securing the title by just two points over Mansell.
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| McLAREN MP4/2C, Alain Prost Spa-Francorchamps, Belgian GP 1986 |
Meanwhile, McLaren was soundly beaten in the Constructors' Championship, with Williams-Honda scoring 59 more points than the Woking team. Thus ended the story of the McLaren MP4/2, which competed in 48 races over three seasons, achieving 22 wins and 327.5 points, along with 3 drivers' titles and 2 constructors' championships, making it to this day the most successful chassis in Formula 1 history.
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