The 2019 regulations have seen the emergence of two front wing design philosophies. Some teams have continued down the more conventional path of loading up the outer part of the wing to generate downforce. Meanwhile others, including us, have pursued the inboard-loaded route. We introduced a wing that’s steeper near its inner tips, and aggressively sweeps down to become flatter towards the endplate to direct outwash around the front tyre.

Sticking with the front wing, the endplates received a fresh, new trim just in time for the Spanish Grand Prix, featuring a small cut out designed to direct airflow around the outside of the front tyre.

The eagle-eyed among you will have noticed that the wing mirror stays on the MCL34 have gone from arrow-straight to far more curvaceous, to reduce drag and guide the flow of air to the wing on top of the sidepod.

Bargeboards have been an intensive area of development up and down grid, and that’s no different for us. The ‘boomerang’ has been tweaked, along with the elements that surround it which have grown in number and altered in size and shape. This multitude of winglets and turning vanes create vortices which combine to generate a powerful stream of air that is guided over the surface of the bodywork and directed to the diffuser.

Even the floor of the car has undergone changes. All the little cuts and flicks around its edges create a high-pressure curtain of air which helps to maintain the low-pressure area underneath the car and stop air being driven to the diffuser from escaping.

Doo doo doo doo doo doo… Ahhhhh! We’d only just got the most annoying song of all time out of our head! The ‘baby shark fin’ on the engine cover got plenty of attention when we launched the MCL34, but this shark has grown up over the season. The fin has morphed into something much larger to direct, and improve the quality of, airflow to the bottom of the rear wing.

The mid-wing, also known as the T-wing, appeared on the car in Hungary, and like the shark fin improves the quality and flow of air to the rear wing. Last season, the MCL33 sprouted a similar device, both of which look very similar to one of the hangers you might find in the clothes store underneath the MTC.

Where there’s downforce, there’s usually drag and it’s up to our aerodynamicists to balance the trade-off between the two. When it comes to the rear wing, several different configurations have made an appearance during the season. And all have been driven by the need to optimise the car for a particular circuit type, whether it’s the high-speed straights of Canada or twisty streets of Monte Carlo.