VERDICT: How did new load test affect teams' performance on the opening day?

Following the opening day at the Spanish Grand Prix, the first signs indicate that the new, stricter front wing load test might have a smaller effect on the pecking order than previously anticipated. F1Technical’s senior writer Balazs Szabo analyses the results from Day 1 at the Circuit de Barcelona-Catalunya.

With the introduction of the more stringent load test for the Spanish Grand Prix, several teams might lose some vital benefits from the flexibility of the front wing design.

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 downwards 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.

As for the results from the opening day at Barcelona, Lando Norris took his maiden victory in the Principality five days ago, and he displayed an impressive performance in the first practice session to go quickest.

The second practice saw his team-mate Oscar Piastri set the benchmark, with the Australian building up a relatively big margin over his rivals in FP2.

McLaren’s great form on Day 1 at Barcelona might emerge as the main indicator for how the new, stricter front wing load test affects the current pecking order.

The first signs clearly indicate that the new, stricter front wing load test might have a smaller effect on the pecking order than previously anti.

However, the top speeds are probably as important as the headline lap times. McLaren usually languish behind in terms of top speed despite their dominance this year, but they recorded the highest top speed on Friday with 328kph.

In truth, Ferrari achieved the same top speed as the papaya outfit, with Red Bull and Mercedes having only been one and two kphs slower through the speed trap.

Although McLaren’s impressive top speed might also be connected with the fact they they can run a slightly less loaded rear wing thanks to their high overall downforce level, but it is definitely a sign that neither they nor Mercedes lost top end speed despite the tweak to the technical regulations.

The top speeds are a vital indicator for the current technical saga as those teams which exploited the front wing flexibility to a greater degree benefitted from it on the long straights as the flexible flap contributed to a massive drag reduction under high loads.