McLaren at Monza: When the H-Wing isn't enough to erase the low-speed pain

Have you ever witnessed a team that just won two consecutive races, entered Monza as the number one contender, and suddenly discovered that their car… wasn't fast?

That's exactly what's happening to McLaren at the 2026 Italian Grand Prix. And this story isn't just about a bad Friday practice.

The naked truth from Monza

Imagine this scene: Lando Norris sits in the cockpit, having just completed a lap at one of the most historic circuits in the world. There's no smile on his face. Instead, there's visible frustration. He tells reporters that his MCL40 is struggling, that they're nowhere near the fight for pole, that something isn't right.

This isn't a psychological game. This isn't expectation management. This is the truth.

A gap of 0.384 seconds to the leader — that's the number McLaren's technical team faced after Friday at Monza. On a short lap like Monza, where every thousandth of a second counts, this gap is a chasm. Norris finished the day in P4, but that position doesn't reflect reality: he was losing to George Russell, Andrea Kimi Antonelli of Mercedes, and Charles Leclerc of Ferrari.

And the most concerning part? Norris isn't alone in this feeling. McLaren's technical director, usually very measured in his statements, also admitted the team is struggling.

The paradox of the two-faced car

To understand what's happening, we need to look at McLaren's recent history. At the Hungaroring and Zandvoort — two high-downforce circuits — the MCL40 was a dominant machine. Norris won convincingly, leaving rivals behind. The car worked like a dream in high-speed corners, sticking to the track as if glued to the asphalt.

But Monza is a completely different story.

Monza does not forgive cars weak at low speed. The endless straights — from Parabolica to the main straight, from Lesmo to Ascari — are where engine power and aerodynamic efficiency speak. And here, McLaren is falling short.

Strangely, according to the engineers, the car performed well at corners they expected to be weak, and was weak at corners they expected to be strong. This is a red flag. It suggests that the MCL40's aerodynamic map hasn't been optimized for Monza's unique layout — long straights interspersed with slow chicanes, medium-speed Lesmos, and high-speed Parabolica.

H-Wing: Light at the end of the tunnel?

But not everything is bleak. McLaren brought a completely new rear wing to Monza, called the H-Wing. And this could be one of the most interesting technical innovations of the season.

The H-Wing is a rotating rear wing design — a novel concept in modern F1. Instead of being a fixed wing with a low angle of attack like other teams use at Monza, the H-Wing is designed to automatically adjust its angle of attack based on speed and operating conditions. On straights, it reduces drag to maximize top speed. In corners, it increases downforce to improve grip.

And according to team reports, the H-Wing worked "exactly as intended" during practice sessions. It passed all mechanical inspections. Norris and the engineers are satisfied with its performance.

But here's the problem: even if the H-Wing works perfectly, it's still not enough to bring McLaren level with Mercedes and Ferrari at Monza. The 0.384-second gap doesn't come from a single component. It comes from the whole car.

The energy problem: The invisible enemy

There's a detail in the technical reports that few people notice: McLaren is having issues with energy harvest and deployment.

In the current hybrid era, the ERS (Energy Recovery System) plays a crucial role. It recovers energy from braking and exhaust, then deploys that energy to boost engine power. A small issue in this process — even just 0.1 seconds per lap — could explain a significant portion of the 0.384-second gap.

This problem could come from many causes: a calibration error in the energy management system, an overly conservative engine operating mode, or even a compatibility issue between the McLaren chassis and the Mercedes power unit.

What's concerning is that if this problem is systemic — meaning it affects both McLaren cars — it could become a recurring weakness at other low-downforce tracks like Spa or Baku.

The psychology of a fighting driver

Norris isn't the type to complain. He's straightforward, sometimes a bit too straightforward, but he's not a complainer. When he says the car is struggling, it's a reliable signal.

Put yourself in Norris's shoes. Just a few weeks ago, he was a winner. He stood on the top step, drinking champagne, hearing the national anthem. Now, he's struggling to keep up with cars he once beat easily. This contrast can affect any driver's psychology.

But Norris isn't a fragile driver. He's proven that many times. At Miami 2026, he had a terrible Friday but recovered to take pole. At Silverstone 2026, the same. Norris's ability to recover is one of his greatest strengths.

The problem is: Monza isn't Silverstone or Miami. Monza is a special circuit, where history and pressure combine. If you're not fast on Friday, you might not be fast on Saturday. And if you're not fast on Saturday, Sunday's race will be a nightmare.

The big picture: A multi-team battle

One of the most interesting things about the 2026 season is that no team dominates every track. Red Bull is strong at high-speed circuits. McLaren dominates at high-downforce tracks. Mercedes and Ferrari compete at mixed circuits. This creates an exciting season where every race result is hard to predict.

At Monza, Mercedes and Ferrari are leading. George Russell and Andrea Kimi Antonelli — Mercedes' talented duo — are both fast. Charles Leclerc, with his special love for Monza (where he won in 2026), is also in top form.

And Red Bull? Notably, there's almost no information about Red Bull in the reports from Monza. This could mean two things: either Red Bull is also struggling, or they're quietly working and will surprise on Saturday. Historically, Red Bull doesn't show their hand on Friday.

If Red Bull is strong, McLaren's chances for pole become even slimmer. And on a track where overtaking is possible but not easy, starting position will determine a lot about the final result.

H-Wing and the future of wing design

Regardless of this weekend's result, the H-Wing has opened a new direction in F1 aerodynamic design. The idea of a wing that can change shape — not just DRS — has existed for a long time, but McLaren is the first team to make it a reality in the current ground-effect era.

If the H-Wing proves effective, other teams will have to catch up. And that's when the FIA might intervene. The governing body has been very strict with flexible wings in recent years — from the Red Bull rear wing controversy in 2026 to the Mercedes front wing in 2026. A new Technical Directive could be issued if the H-Wing is deemed to violate the spirit of the regulations.

But for now, the H-Wing is legal. And it's working.

Lessons from the past

I remember 2026, when I was 16 years old, sitting in the stands at Stade Louis II watching Monaco beat Manchester City 3-2 in the Champions League. Back then, I wrote about an 18-year-old boy named Kylian Mbappé, who didn't score in that match but ran like lightning behind Man City's defense. My article was mocked by friends. Four years later, Mbappé won the World Cup.

I learned that sometimes, what you see on Friday isn't the whole story. McLaren might not take pole, but they could have a strong race on Sunday. The H-Wing might not solve every problem, but it's a step in the right direction.

And most importantly: Monza is just one race. The season is long. McLaren is still a championship contender, but they need to solve their low-speed weakness if they want to stay at the top.

Verifiable predictions

As I write these lines, I'm betting on three things:

First, McLaren will improve from Friday to Saturday. They always do. The 0.384-second gap could shrink to 0.1-0.2 seconds. That might be enough for Norris to compete for a top 3 position, but not enough for pole.

Second, the H-Wing will appear at other low-downforce tracks. If it's really as effective as McLaren claims, we'll see it at Spa, Baku, and maybe Las Vegas. And if it works well at those tracks, McLaren will have a powerful weapon for the rest of the season.

Third, the energy problem will be solved. This is a fixable issue. One night in the control room, a few changes to the engine map, and Norris could find 0.1-0.2 seconds just from ERS optimization.

Conclusion: When greatness is hidden

I once wrote that "England is not mediocre, they just hide their greatness under a coat of skepticism." That statement is also true for McLaren.

McLaren is struggling at Monza. That's a fact. But that doesn't mean they're weak. It just means they're not perfect. And in a season where no team is perfect, that's normal.

Look at the big picture: McLaren won two consecutive races before coming to Monza. They're leading or near the top of the standings. They have a talented driver and an excellent technical team. They have the H-Wing — an innovation that could change the game.

Monza is a challenge. But as I learned back in 2026, the biggest challenges often bring the biggest opportunities. And McLaren, with all their weaknesses, is still a team worth watching.

"From contempt to respect — that's the longest journey football can give us." In F1, it's the same. And McLaren's journey at Monza 2026 isn't over yet.

There are still two days left. Two more opportunities. And as I've said, I once believed in the numbers, until the numbers were torn apart by a counter-attack.

Let's wait and see.