As Formula 1 continues to fine-tune its rigorous performance standards, teams are bracing for increased scrutiny on rear wing flexibility. The Federation Internationale de l’Automobile (FIA) is set to implement more stringent tests at the forthcoming Chinese Grand Prix this weekend, following a deep-dive study of on-track vehicle dynamics during the Australia season opener.
A reshuffling of the rulebook was prompted by the FIA’s careful analysis of high-definition footage, captured from specialized cameras fitted to select cars. These cameras recorded the performance of the rear wings in real-time during practice sessions. The FIA also utilized reference dot stickers on the vehicles to enhance their monitoring efforts.
The data collected on the track, combined with static deformation measurements taken in the FIA garage in Melbourne, pointed to the need for immediate tightening of regulations regarding the upper rear wing. In light of this, the FIA has already revised the 2025 regulations, narrowing the permitted slot gap – the distance between the mainplane and the rear wing flap – from 2mm to a mere 0.5mm.
However, considering the abrupt nature of these changes, the teams will be granted a temporary tolerance margin of 0.25mm, effectively increasing the limit to 0.75mm for the Chinese Grand Prix alone. Post this, the 0.5mm restriction will be enforced in full effect. Despite the changes, it’s crucial to note that all teams tested in Melbourne were found to be in compliance with Article 3.15.17 of the FIA regulations and were deemed legal.
The FIA’s decision to tighten the reins on rear wing flexibility is viewed against the background of recent suspicions concerning aero elasticity tricks this year. Red Bull, in particular, raised concerns during pre-season testing about the rear wings on rival cars, suspecting excessive flexing and manipulation of the slot gap.
Cameras caught the rear wing of Mercedes seeming to flex back during straight runs, while slot gap expansion observed on certain cars hinted at a resurgence of ‘mini-DRS’ tactics. This move was previously seen towards the end of last season when McLaren leveraged its ‘mini-DRS’ to enhance the straightline speed of its cars, aiding Oscar Piastri in securing victory at the Azerbaijan Grand Prix.
In response to these concerns, and following dialogues with the FIA, McLaren agreed to modify their rear wing to curtail such tactics. To further prevent teams from exploiting this grey area, modifications were made to the technical regulations this year. The FIA also introduced a clear rule stating that the DRS bodywork position could only be in the open or closed state, eliminating any flexibility for intermediate movements.
Despite these modifications, Red Bull’s technical director, Pierre Wache, expressed during pre-season testing that some teams appeared to continue exploiting this area. He specifically mentioned Ferrari and McLaren as potential culprits. Observations of flow-vis paint on the rear wings of some cars also suggested unusual flexing at speeds.
In addition to the rear wing issue, the FIA has announced stricter stress tests for front wings, set to be introduced from the Spanish Grand Prix. As the FIA tightens its grip on performance regulations, it’s clear that the world of Formula 1 is in for a dynamic and exciting season.
