McLaren plans to evaluate a new H-Wing at the 2026 Italian Grand Prix, introducing its own interpretation of the rotating rear-wing concept pioneered by Ferrari and subsequently adopted by Red Bull. The solution is designed to reduce aerodynamic drag beyond what can be achieved through the conventional operation of Formula 1’s movable rear wing, potentially giving the MCL40 an important efficiency gain on Monza’s long straights.
Team principal Andrea Stella outlined McLaren’s intentions during media day at Monza while discussing the particular demands of the Italian circuit and the setup choices available under the 2026 Formula 1 regulations. Rather than treating the Temple of Speed in the same way as traditional low-downforce Monza weekends, Stella explained that the arrival of Straight Mode and movable aerodynamic devices has changed how teams can approach wing levels.
McLaren H-Wing targets lower drag at Monza
According to Stella, Monza can no longer simply be classified as a low-downforce circuit in the traditional sense. With Straight Mode allowing the wings to change configuration, teams are not necessarily forced to use aerodynamic packages that generate the absolute minimum level of drag in their normal state.
McLaren therefore intends to try its H-Wing during the Italian Grand Prix weekend. Stella described the device as the team’s interpretation of the solution already seen on Ferrari and Red Bull, with the objective of reducing aerodynamic resistance further than through the conventional opening of the rear-wing flap.
The approach closely follows an idea Ferrari first introduced during pre-season testing. The rotating movement of the rear-wing element quickly became known as the Macarena and represented one of the more distinctive aerodynamic interpretations to emerge under the new regulations. Red Bull later developed its own version, and McLaren has now followed the same general direction.
The principle behind the system is the way the movable rear-wing element rotates when the flap is deployed. Rather than relying solely on a conventional opening movement, the altered geometry allows the wing to shed additional drag. That characteristic is particularly valuable at Monza, where reducing resistance along the straights can have a substantial influence on overall performance.
Ferrari has been pursuing the same broader objective with the SF-26, including changes intended to reduce aerodynamic drag and improve efficiency at Monza. The different approaches underline how important straight-line efficiency has become under Formula 1’s 2026 technical framework.
McLaren already tested its rotating rear-wing concept in Hungary
The Italian Grand Prix will not be McLaren’s first opportunity to gather information on the H-Wing. The reigning world champions initially collected data with the concept during FP1 at the Hungarian Grand Prix, giving the engineers an early reference before considering its introduction for Monza.
The next step is to determine whether the on-track figures in Italy correspond with McLaren’s expectations. Its use during the remainder of the weekend is therefore dependent on the data confirming the benefits predicted by the team.
That evaluation could be particularly significant for the MCL40 because Stella acknowledged that straight-line performance remains an area in which McLaren sees scope for improvement. Any additional reduction in drag could consequently prove valuable around a circuit dominated by extended full-throttle sections.
Why the Ferrari-inspired concept matters under the 2026 rules
The development also illustrates how the 2026 regulations have altered the traditional aerodynamic compromise at Monza. Teams can now carry wing configurations that provide more aerodynamic performance when required before using movable elements and Straight Mode to reduce resistance on the straights.
As a result, the challenge is no longer simply to bolt on the smallest possible rear wing. Engineers are instead searching for increasingly effective ways to combine usable aerodynamic load with aggressive drag reduction when the movable elements are activated.
Ferrari’s original rotating-wing interpretation has become one example of that development path, with both Red Bull and McLaren pursuing their own versions. More analysis of the different concepts being developed under the new rules can be found in our Ferrari technical analysis coverage.
For McLaren, the Monza weekend will now determine whether the H-Wing is ready to become part of the MCL40’s competitive package. If the track data supports the simulations and the earlier Hungarian running, the additional drag reduction could provide the reigning champions with another tool for extracting performance at one of Formula 1’s fastest venues.
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