The 2009 season brought a complete aerodynamic revolution, with wide front wings, narrow and tall rear wings, the near-total elimination of any type of aerodynamic appendage, the removal of chimneys, and the return of slick tires. Such a regulatory overhaul led to the design of completely new single-seaters, and the McLaren team completely misinterpreted the new regulations. The new MP4/24 represents a classic example of how a top team can collapse due to a regulatory change, only to recover through extraordinary technical development. The 2009 season also marked the end of an era, with long-time Team Principal Ron Dennis stepping down and handing over to Martin Whitmarsh. The technical mind behind the team was Paddy Lowe (Engineering Director), the man who pushed for the use of KERS (Kinetic Energy Recovery System, an electric motor connected to the crankshaft that provides about 80 extra horsepower for a few seconds per lap), guiding McLaren into the modern era.
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| McLAREN MP4/24, Lewis Hamilton Nürburgring, German GP 2009 |
After the car’s initial failure, Lowe coordinated a task force that delivered major aerodynamic updates every two weeks, eventually leading to a complete redesign of the car by mid-season. Neil Oatley (Executive Engineer), a team veteran, was responsible for the overall architecture and mechanical reliability of the car, while Doug McKiernan (Chief Aerodynamicist) and Simon Lacey (Head of Aerodynamics) were primarily responsible for the “extreme” aerodynamic design introduced in the second half of the season. They strongly pushed the high-nose philosophy and the complex integration of the double diffuser, working closely with the Woking wind tunnel. Pat Fry served as Chief Engineer, Mark Williams as Head of Vehicle Engineering, Andrew Bailey as Head of Vehicle Design, and Rob Taylor as Principal Design Engineer. For the final year, McLaren held official Mercedes-Benz works team status, as the German manufacturer would officially return to Formula 1 as a constructor in 2010. Norbert Haug remained a constant presence in the Woking garage, playing a crucial role as coordinator between McLaren engineers in Woking and Mercedes engineers in Brixworth, where the engines were developed by Andy Cowell (Engineering Director - Mercedes) and Axel Wendorff (Chief Engineer Engine). The Mercedes V8 FO 108W engine proved to be a winning asset for the British team, excelling in fuel efficiency and thus allowing the car to start with less fuel for the same number of laps, crucial in the refueling era. Another strength was its structural integration with the chassis, with the engine acting as a load-bearing element. The torsional rigidity of the Mercedes block allowed the rear suspension to operate with great precision, a key factor in compensating for the limitations caused by the abolition of traction control.
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| McLAREN MP4/24, Lewis Hamilton Montecarlo, Monaco GP 2009 |
The aerodynamics of the McLaren MP4/24 represent a transition from a design failure to a masterpiece of technical recovery. From the extreme complexity of the 2008 cars, there was a drastic simplification in 2009, and at its debut the MP4/24 suffered from a chronic lack of downforce, with instability and poor performance in high-speed corners. The front wing, initially too simple, failed to properly direct airflow around the front wheels (outwash effect), creating turbulence that disrupted the entire car. The sidepods were very tall and bulky to accommodate the KERS system and the radiators needed to cool it, compromising airflow cleanliness toward the rear. Performance improved significantly only after the introduction of the double diffuser, initially pioneered by Brawn GP. As a result, McLaren had to redesign the entire rear section mid-season, a massive undertaking, since the original chassis was not designed to house such a large airflow channel beneath the rear crash structure.
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| McLAREN MP4/24, Lewis Hamilton Nürburgring, German GP 2009 |
The entire mechanical package of the MP4/24, however, is a story of technical excellence combined with brutal packaging challenges. Integrating KERS (around 30 kg including batteries), a powerful engine, and an advanced suspension system into a car that required constant redesign was no easy task for McLaren engineers. In terms of suspension, the MP4/24 used a classic yet highly refined push-rod configuration at both the front and rear. McLaren also employed (and had invented years earlier) the inerter (or J-damper), a mechanical component that helps stabilize tire load by absorbing high-frequency vibrations, allowing the car to ride kerbs without losing composure. Once the double diffuser, conceived by the genius of Ross Brawn, was adopted, the car needed to be mechanically very stiff. If the floor height changed too much during pitch, airflow would stall, causing sudden losses of downforce. The gearbox, built by McLaren, was a 7-speed unit plus reverse, with a carbon casing that engineers had to redesign during the season to make it slimmer and raise the rear suspension arms, freeing up “clean air” for the new diffuser. One of the lesser-known mechanical challenges was the constant battle with weight. The minimum weight (including the driver) was set at 605 kg, but with KERS and additional heavy radiators, McLaren had very little “movable ballast” available to adjust front-to-rear balance, forcing engineers to design an inherently stable car.
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| McLAREN MP4/24, Heikki Kovalainen Istanbul Park, Tukish GP 2009 |
The race drivers were confirmed from the previous season: Britain’s Lewis Hamilton and Finland’s Heikki Kovalainen, with Spain’s Pedro de la Rosa and Britain’s Gary Paffett serving as reserve drivers. At the start of the year, the MP4/24 was a disastrous car. Lewis Hamilton, the reigning world champion and dominant pole-sitter in 2008, found himself struggling just to avoid elimination in Q1. After the British Grand Prix, midway through the 2009 season, McLaren had scored only 13 points in the Constructors’ Championship, with Hamilton on 9 and Kovalainen on 4. In the same period in 2008, McLaren had accumulated 72 points, with Hamilton leading the Drivers’ Championship. From the German Grand Prix onward, McLaren introduced an upgrade package that changed everything. The MP4/24 suddenly became one of the fastest cars on the grid, at times the fastest, particularly on slow and twisty circuits such as Hungary, Valencia, and Singapore, where Hamilton achieved two victories and a second place. In the second half of the season, McLaren collected 58 points, climbing the Constructors’ standings to finish 3rd overall.
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