How might new deflection test affect teams' performance from Barcelona?
With the introduction of the more stringent load test for the Spanish Grand Prix, several teams might lose some of vital benefits from the flexibility of the front wing design. F1Technical's senior writer Balazs Szabo explains the changes that will come into effect at this weekend's Spanish Grand Prix.
Following issues with the flexibility of certain aerodynamic parts, the governing body had confirmed ahead of the new season that more stringent tests for the front and rear wing would be introduced in 2025.
While the technical regulations allow a certain degree of flexibility of various aerodynamic parts, including the front wing, the FIA had felt that some teams had taken the 'flexi-wing' approach to extremes.
Although the FIA had previously indicated that they would not change their approach to testing regarding the flexibility of aerodynamic parts, it announced in January that it would clamp down on the manner in which Formula 1 teams can bend their wings in the new season.
The new deflection tests have come into force in two steps. The stricter tests for the rear wings was introduced at the start of the upcoming season, and they have become even stricter since than as the FIA was not fully satisfied with how certain teams approached the rules.
The more stringent deflection tests on the front wings will be applied from this weekend's Spanish Grand Prix.
Revisions to Article 3.15.4 and 3.15.5 of the 2025 Technical Regulations, which govern ‘Front Wing Bodywork Flexibility’ and ‘Front Wing Flap Flexibility’ respectively, define the parameters of the tighter tests.
Previously, Article 3.15.4 dictated that when 100kg of load is applied symmetrically to both sides of the car, the vertical deflection must be no more than 15mm, and when the load is applied to only one side of the car, the vertical deflection must be no more than 20mm.
The tweak to the rule states when the load is applied symmetrically to both sides of the car, the vertical deflection must be no more than 10mm, and when applied to only one side of the car, the vertical deflection must be no more than 15mm.
In terms of ‘Front Wing Flap Flexibility’, the regulations originally stated that “any part of the trailing edge of any front wing flap may deflect no more than 5mm, when measured along the loading axis, when a 6kg point load is applied normal to the flap”, but from this weekend the amount of permitted deflection drops to 3mm.
In fact, the flexible front wing has provided two benefits. With the speed increase on the straight, the upper part of front wing flaps bend downforce which helps teams decrease drag.
Secondly, teams can also use the flexibility to achieve better aerodynamic balance. The lower front downforce coefficient at high speed leads to balance shifts, making the car more stable at high speed.
