McLaren Acknowledges Delayed Adoption of Rotating Rear Wing Concept Compared to Ferrari and Red Bull

McLaren Formula 1 technical director Neil Houldey has conceded that the Silverstone-based team was “disappointed” not to recognize the potential of the rotating rear wing design as quickly as Ferrari, while continuing to refine their own implementation for post-summer break deployment.

The 2026 regulatory landscape has spurred unprecedented innovation across Formula 1, with teams exploring diverse aerodynamic interpretations. When Ferrari unveiled a striking 180-degree rotating rear wing during Bahrain testing—switching between corner and straight-line modes—it immediately attracted attention from both fans and competitors. Red Bull Racing subsequently introduced their own variant with a distinct approach, though they had to revise it following performance issues affecting Max Verstappen’s car during races in Austria and Silverstone.

McLaren’s development journey has been particularly challenging. After an aborted test in Austria practice due to technical complications, the team conducted extensive revisions and successfully trialled the system in Hungary as a development specimen, targeting race implementation following the summer break.

McLaren’s rotating wing uses a three-link mechanism

Photo by: Marcel van Dorst / EYE4images / NurPhoto via Getty Images

The breakthrough came after McLaren observed Ferrari’s winter testing demonstration, prompting immediate investigation into the aerodynamic opportunity. Initial FP1 trials in Austria revealed critical flaws, requiring a return to the factory for comprehensive redesign.

“We realized the potential as soon as we saw Ferrari’s implementation in testing,” Houldey explained to Motorsport.com. “While significant performance upgrades were available for the rear wing, it wasn’t our primary focus, so development proceeded in parallel.” Testing confirmed McLaren’s ability to achieve a reliable, high-performing solution with better risk assessment.

Verstappen’s alarming spins at Red Bull during Austria and Silverstone—caused by delayed downforce delivery in their rotating wing system—underscore the implementation risks involved. Houldey noted activation timing concerns, emphasizing that McLaren’s design addresses these challenges through refined aerodynamic load management.

“We’re integrating this concept into our next-generation rear wing package, which should arrive within the coming races,” Houldey stated, highlighting the system’s contribution to overall aerodynamic efficiency—a key priority for the Woking squad.

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