Williams reveals impact of the stricter front wing load test
On the back of the introduction of more severe front wing load tests, Williams team boss James Vowles stated that the fact that teams are able to manipulate the aerodynamic balance with mechanical tools means that the new rule will not have a significant effect on the pecking order.
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 was first applied at last 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.
Williams team boss James Vowles suggested that the stricter load test for the front wings did not have a huge influence on the pecking order as teams are able to achieve a similar effect that they managed to achieve with the flexible front wings by using various mechanical tools.
"And I think globally the performance order didn't really change much. There are some circuit characteristics that suited some cars and not others.
"And I think that was far more important than this singular change itself. The question [at Barcelona] was did we have enough setup tools or do we have to do anything substantive on setup?
"What it's really doing is it makes it more difficult to bring the high speed and the low speed together in terms of a balance because what the front wing does is effectively you lose aero balance.
"You lose effectively front wing angle at high speed which creates a nice balance for you and you have to manipulate that in different ways through mechanical setups.
"But that's within the realms of what we certainly have in our toolbox and I'm confident all other teams do as well which is why the impact is lessened," concluded Vowles.
