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FIA Issues Clarification on Flexi-Wing Controversy as Teams Seek Answers on McLaren and Mercedes Designs
The FIA has recently issued a statement to clarify its stance on the ongoing scrutiny of front-wing flexibility in Formula 1, which has been a hot topic of discussion among several top teams. This comes after the FIA introduced a technical directive during the Belgian Grand Prix aimed at closely monitoring the amount of flexing occurring in the front wings of some of the leading cars on the grid.
The debate over flexible front wings has gained momentum in recent weeks, with concerns being raised about how much movement is permissible under the current regulations. The FIA’s new technical directive, TD034G, has allowed the governing body to monitor front-wing flexibility using ultra-high-resolution cameras and tracking dots. These tools have been crucial in gathering data on how much the front wings of cars from teams like McLaren and Mercedes flex during races.
While all teams have reportedly passed the existing load tests and checks, there remains unease among some of the top teams, including Ferrari, Red Bull, and Williams. These teams have expressed their concerns to the FIA, questioning whether the front wings of McLaren and Mercedes are operating within the spirit of the regulations.
The FIA’s statement, released on Tuesday, aimed to address these concerns by providing a detailed overview of the measures being taken to ensure compliance with the 2024 regulations. The statement confirmed that the front wings of all teams are currently in line with the technical regulations. However, the FIA acknowledged the complexity of monitoring front-wing flexing and indicated that the process would continue through the upcoming races.
“The FIA is examining front wings at every event with numerous checks (conformity of surfaces, conformity of deflections) with respect to the relevant F1 Technical Regulations,” the statement read. “All front wings are currently compliant with the 2024 regulations.”
To ensure a comprehensive understanding of how these wings behave under different track conditions, the FIA has been using an FIA-mandated camera during FP1 and FP2 sessions. This camera captures areas of the front wing that are not visible through the official FOM cameras, allowing the FIA to observe the dynamic behaviors of these components.
“This exercise will continue at least up until Singapore to ensure every team will have been running the mandated FIA camera on different types of tracks (low, medium, high, and very high downforce),” the statement continued. “This will ensure a large database allowing the FIA to draw the most objective picture of the situation and quantify differences between the various dynamic patterns observed on track.”
Despite the current compliance, the FIA hinted that adjustments to the static load tests used to assess flexibility might be necessary for 2025. The governing body acknowledged that no component can be infinitely stiff and that the aerodynamic loading patterns of front wings vary significantly between teams, making it challenging to create a universal load-deflection test.
“No component is infinitely stiff, which is the reason why there are load-deflection tests in the regulations,” the statement said. “The front wing has been a challenging area throughout the years, because the aerodynamic loading patterns between different competitors vary, and it is therefore difficult to find a load vector which will cover all types of front wing construction.”
The FIA also emphasized that while other areas of the car, such as the rear wing and floor edges, have more consistent aerodynamic loading patterns, making them easier to regulate, the front wing remains a complex component to monitor. The FIA confirmed that it reserves the right to introduce new tests if irregularities are suspected and is currently evaluating the situation with medium and long-term goals in mind.
The issue of front-wing flexing has become more prominent following the Italian Grand Prix, with several teams calling for further examination. Red Bull advisor Helmut Marko voiced his concerns to Austria’s ORF, stating, “The front wing of McLaren and Mercedes must be analysed.” Ferrari team principal Fred Vasseur also confirmed his intention to discuss the matter with FIA single-seater director Nikolas Tombazis.
Vasseur, however, took a cautious approach when speaking to the media, saying, “This is a discussion that I don’t want to have with you [laughs], I will have it with Tombazis. But we have to respect the decision of the FIA, that we’ll have again the discussion.”
Red Bull team boss Christian Horner echoed similar sentiments, pointing out that even if a component passes the tests, it may still exploit the wording of the regulations. He referenced a similar situation in 2021, where a change in the front-wing regulation around the Baku Grand Prix led to a crackdown on air elasticity exploitation.
“I think the regulations are very clear, and I think that’s an FIA issue,” Horner said after the Italian GP. “So obviously, there are tests that they passed, but then you’d have to look at the wording of the regulations.”
Horner concluded by expressing his trust in the FIA to handle the situation appropriately: “So that’s an FIA issue, so we’ll leave it and trust in them to deal with it.
As the FIA continues its monitoring, the situation remains fluid, with potential regulatory changes on the horizon. Teams will be closely watching how the governing body handles the issue, knowing that the outcomes could significantly impact the competitive balance in the ongoing Formula 1 season.
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