Stricter Testing Regime for Formula 1 Front Wings to Reduce Flex Under Load

Get ready for a more level playing field in the world of Formula 1 racing! Starting from this weekend’s Spanish Grand Prix, the testing regime governing the front wings of Formula 1 cars will become stricter to minimize permitted flex under load. The new rule, outlined in Article 3.15.4 of F1’s technical regulations, limits the deflection of flap areas on the front wings to just 10mm, down from the previous 15mm.

Understanding Aero-elasticity and its Impact on Formula 1 Racing

Aero-elasticity, a fascinating aspect of aerodynamics, has been a topic of interest since the 1990s. It’s impossible for a wing or similar bodywork area to be completely rigid under the high speeds experienced in racing. Therefore, some degree of flex is inevitable. Teams have exploited this by designing parts to deform or flex under load in a controlled manner, potentially reducing drag and enabling cars to achieve higher top speeds.

Modern materials science allows for the use of finite element analysis to create composite components with an optimal strength, weight, and predictable amount of flex. As the technical regulations evolve and gains become harder to find, teams have resorted to subtle tricks involving aero-elasticity, which has led to frequent crackdowns by racing’s governing body.

Last year, there was a controversy surrounding McLaren‘s rear wings, with rivals claiming they were flexing in such a way as to cut drag. The FIA introduced new parameters and testing procedures to prevent this so-called ‘mini-DRS’, including high-definition onboard cameras to monitor the rear wings during practice. These measures were tightened up before the Chinese Grand Prix weekend, with footage emerging of the rear wing flexing during the season-opener in Australia.

However, FIA single-seater director Nikolas Tombazis had already decided on stricter measures during the pre-season test in Bahrain. Changes to the front-wing testing regime were decided upon in January, though their introduction was delayed until the Spanish Grand Prix to give teams more time to adapt their designs in this highly complex area with potentially long lead times from concept through simulation to manufacture.

The Challenge of Testing Wing Flexibility in Formula 1

The key challenge with testing is that it’s impossible to measure wing flex while the car is moving. Instead, a static load – in this case, 1000 Newtons on both sides of the front wing simultaneously – is applied, and the areas under load must not deflect by more than 10mm. The smaller rear flaps are subjected to a 60-Newton load and may deflect by no more than 3mm at the outboard edge to prevent excessive flex in the ‘fish plates’ connecting these wing elements to the main plane.

Naturally, there has been much speculation about which teams might have been using such techniques, how much they have benefited, and how much they may be affected by the change in testing regulations. Red Bull has publicly accused McLaren of using wing flexibility tactics; since the MCL39 has passed all existing tests, Red Bull’s only recourse has been to share video footage on social media to keep the issue alive.

This phased approach allows teams to adapt without discarding existing components unnecessarily, ensuring a level playing field for all competitors and promoting fair and exciting racing. The FIA is committed to refining its ability to monitor and enforce bodywork flexibility regulations to maintain a competitive and engaging sport.