1- The reshaped roll-hoop intake: It now has a higher aspect ratio, is slightly wider, and has a lower height, along with minor cooling optimizations. The airbox design also appears to have been modified, which could suggest an improvement in centerline cooling. However, we’ll need to see under the covers to confirm this.

2- The revised engine cover: McLaren has moved away from the large cannon-style outlets, which has helped reduce the frontal area and overall surface area of the engine cover. This adjustment provides a slight performance gain for the rear wing. At extremely high speeds, where airflow is fast enough to prevent spillage into the SP area, the cannon-style outlets tend to be more effective. This change seems to take inspiration from Ferrari’s design approach.

3- In the images, you can now clearly see the P-shaped inlet. There’s also a small divider inside it, which might be hinting at two separate ducting paths.

4- As I pointed out in the cover images, it looks like there’s an RB-style cooling exit just below the rear push-rod. This could be an outlet for a through-flow duct connected to the lower part of the SP inlet. It must be cooling something to comply with the regulations. But, just to be clear, I can’t confirm this for sure, so consider it more of a guess than a fact.

It looks similar to the Ferrari SF24 car, doesn’t it?

The most obvious and significant change made to the FW47 is the front wing.

They have shifted to a 'typical' anhedral design. More even load distribution across the upper flaps. Lowered main plane through center span. I assume the goal here is to achieve a bit more ground effect.

Redesigned nose cone, still attaches to the 2nd FW element.

The design of the endplate is pretty much the same as the end of '24 spec, however the chord distribution of the front wing elements has been re-arranged at the EP junction.

Side view comparison.

We can see the height of the side pod at the rear corner has been raised. I assume this is an attempt to reduce yaw sensitivity.

We can also see (not highlighted) no more cooling louvres on the top of the SP.

Last but not least, we see they finally adopted the latest Mercedes push rod rear suspension. Not sure whether this is the '24 or '25 spec, time will tell.

Something they did not do due to starting work very early on the '24 car.

Furthermore, we can see more shrink wrapping around the airbox. Since the sharkfin's reg box is intersecting, the more we shrink the airbox, the bigger our fin can be, and that is what we see here.

We can assume that this perhaps means that some cooling has been moved around.

Another small optimization at the front is the revised front brake ducts. Looks like a small reduction in inlet volume, nothing crazy.

Either they've found some cooling efficiency gains or they had headroom to reduce the inlet size.

Small T-wing fixed to the rear wing pylon on the FW47. Big gurney on the upper side, so we know it's the pressure side. This sets up two in-washing tip vortices.

The air exiting the cooling cannons is typically low energy and velocity. These tip vortices can help re-energize the airflow, improving the performance of our rear/ beam wing.

Potentially also contain it so less of our rear wing is affected by the low density air exiting the outlet (hot air has lower density)

These vortices also create a low pressure region just behind the outlet, thus creates a vortex induced draft that pulls the low velocity air out of the cooling outlet.