Mercedes reveal how stiffer front wing affect aerodynamic balance
On the back of the introduction of more severe front wing load tests, Mercedes' technical director James Allison stated that the stiffer front wings will make the car more nervous in high-speed corners, but teams will be able to mitigate the technical tweak with mechanical tools.
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.
Reflecting on the technical directive, Mercedes' technical director James Allison stated that the stiffer front wings will make the car more nervous in high-speed corners, but teams will be able to mitigate the technical tweak with mechanical tools.
"I think if space aliens were watching it from afar, they would probably not have detected that a technical directive happened in Spain. It does have an effect.
"The fact that the wings stiffen up means that it tends, all other things being equal, will tend to make the car more nervous as you turn into a high-speed corner. All other things being equal."
Allison continued: "But you can mitigate that with other parts of the setup of the car, and even if you can't mitigate them fully, neither can everyone else.
"So while it is less optimal as a design for the car's performance, the fact that everyone else is having to eat it as well means that the relative pecking order doesn't shift a lot."
