2015 can therefore be seen as a reset for McLaren, 2014 being an interim year where they phased out their 21 year relationship with Mercedes-Benz who'd provided the team with success throughout making way for Honda to once again supply them as a works team.
Aero had been highlighted as a problem area for the team over the last few years and so effort has been made to restructure that department with Peter Prodromou re-joining the fold from Red Bull Racing, whilst Honda themselves will be keen to help as best they can, with the Japanese marque likely to have retained a small working group to focus on the technical regulations.
Having made the jaunt from Milton Keynes to Woking, Peters hand in the design philosophy started to bear fruit toward the end of 2014 with the team trialing a Red Bull-esque front wing in Abu Dhabi. The MP4-30 render shows a very similar design and so we can surely expect an evolution of this concept throughout 2015.
The camera mounts have been positioned at the top of the nose, in a similar vein to the handlebar approach used by Mercedes, Ferrari and Red Bull last season, albeit not as pronounced as the regulations don't permit that.
The turning vanes aren't shown in the render so it'll be interesting to see what these look like during testing.
Typical of McLaren the airbox has been divided up into 2 horizontal sections with one feeding the engine and the other an assortment of oil coolers.
The rear wing has lost some of the extension of the strakes that were used on the MP4-29 but what is most apparent is the lack of central support pylon, much like the Williams FW36/7 (are they going to try and do what I believe Williams were doing with theirs in 2014 too though?). Without the Beam Wing this puts an onus on the rigidity of the endplates, although like Williams they actually ran a floor level beam wing in 2014. Without the centralised pylon the hydraulic pipework associated with DRS must also be passed through the endplates which also house the actuators (like the Mercedes W03) as no centre pod actuator is present.
Red Bull at the start of 2014 and then trialled by Ferrari late in the season have also emerged (red), which assist in creating consistent downforce whilst reducing drag. At the German GP last season the team introduced a new rear wing which used Tubercles on the trailing edge of the mainplane and leading edge of the top flap (yellow), which also appear on the render.
As always seems to be the case with McLaren they provide a launch render and then provide a 360 degree application that shows elements that appose the render. In the case of the MP4-30 this seems to centre around the rear wings design with the 360 showing a centralised swan neck pylon extending out of the engine cover (much like Red Bull's later designs did in 2014) and a new Y100 winglet (much the same as the Red Bull design again, albeit mounted on the crash structure rather than another lower winglet) whilst the leading edge tyre wake slot used on the MP4-29 is also present along with the extended endplate strakes.
Much has been made of the token system and Honda's return, especially as how it would have been so unfair that the manufacturer not be able to develop throughout the season like the others. However where Honda did/does have one advantage over the other manufacturers is that they return in a year where variable inlet trumpets are allowed, something that the 2014 powerunits didn't feature. Had the FIA allowed carte blanche to Honda (ie the full 32 token allocation) they'd have saved many over their counterparts who have to make the changes to assimilate them. I'm not by any means saying that variable inlets are a game changer but they do offer a performance advantage whereby you can smooth the powerband, which may have been being done by the turbo, MGU-H, MGU-K, fuelling etc configurations last season, freeing up development scope.
I look forward to seeing what the McLaren-Honda partnership can achieve, will it have success in 2015? It would need an extraordinary leap but never say never.