Can flexible wings revive Ferrari’s hopes? Thermal activation could hold the answer

Let’s talk about flexible wings: are we so sure that the values in Formula 1 will change starting from the Spanish Grand Prix, which is scheduled to take place at the 4.657-kilometre Circuit de Barcelona-Catalunya on Sunday, June 1st? Ferrari believes it and thinks that the field values will change. We do not believe it so much for several reasons. The first concerns the past, as every single new technical directive has always harmed Ferrari. The second reason is more technical, as the problems affecting the Italian side could significantly impact them. Let us explain.

Once the new technical directive comes into effect, lowering the front wing relative to the ground will be pursued by all teams. The reason? The common goal is to reduce the angle of attack of the profile in order to achieve a favorable balance in terms of aerodynamic efficiency. Some technical teams, however, have already demonstrated they can manage this condition more easily.

This trend could cause an imbalance in the distribution of aerodynamic load, which will need to be rebalanced through other solutions. The strategy will be to bring the front structure closer to the ground to increase interaction with the airflow generated under the car. This element is crucial in determining the car’s overall aerodynamic setup.

Considering the difficulties the Ferrari engineers and technicians have faced in controlling variations in ground clearance, lowering the front end could end up being a limitation rather than a benefit. The reasoning is based on a concrete consequence: the SF-25 single-seater, by reducing the distance from the reference plane, causes excessive wear on the initial section of the plank installed under the floor.

This behavior has been an obstacle for the Italian team in following the strategies of other competitors. If lowering the front had been functionally achievable, the lack of rotation seen from the start of the 2025 Formula 1 season would likely have already been mitigated. But unfortunately it has not been the case. We hope we are wrong, but the situation does not look great for the Maranello team.

Ferrari team principal Frederic Vasseur, primarily, expects to see a more compact group among the top teams starting from the Spanish Grand Prix onwards. At the Circuit de Catalunya in Barcelona, much stricter rules regarding front wing flexing will be applied. This will coincide with Ferrari’s aerodynamic update on this crucial component. During static tests, the regulations are already very strict.

On a dynamic level, it is no secret that teams have always found ways to achieve wing flex in certain speed ranges. For this reason, FIA head of single-seater Nikolas Tombazis has been very angry and disappointed with various teams. Several surfaces in recent years have been made flexible for specific purposes. Our editorial team has tried to go into more detail on these solutions.

The aim is to understand how this move could happen. One thing is certain: controlled wing flex is difficult to achieve, and the final result is a true engineering masterpiece. Behind all of this are extensive studies on wing stiffness, which not only consider the layout and orientation of the carbon skins but also the matrix.

The matrix is generally the resin, which, upon hardening, binds the fibers together. The stiffness of this so-called “starting point” varies with the exchange of heat. For each operating temperature of the wing, the damping coefficient can be experimentally estimated. The key point is this: the matrix could lose its stiffness, and it is this characteristic that could give the wing component its flexibility.

We have discussed this with an F1 technician: flexion can therefore be activated thermally or even chemically. The central question we must ask ourselves at this point is: how is the temperature of the wing increased, in obviously localized areas, so as to allow flexion as explained a few lines above? The answer is far from simple for several reasons.

First, it is possible that certain geometries are intentionally designed in some areas to create localized increases in static pressure. We have clearly analyzed this in recent months, especially on the rear wing. This condition corresponds to a rise in temperature. However, in theory, the carbon fiber used in wings has low thermal conductivity. This means the transfer of heat from the compressed air to the structure is limited.

In other words, it is hard to think that a simple wing, structured as we know it, would heat up sufficiently, where the matrix would receive too little heat. We can then assume that materials could be used in the construction of the wings that enhance thermal exchange. It is certain that many teams, including Ferrari, Mercedes, Red Bull, and primarily McLaren, have completely redesigned their front wings for Barcelona. We’ll see what happens.