The possibility of banning “reverse” rear wings has inevitably become one of the biggest technical talking points in Formula 1 following the incidents involving Max Verstappen in both Austria and at Silverstone. What initially appeared to be an isolated reliability issue has now evolved into a wider discussion about active aerodynamics, driver safety and the future direction of Formula 1’s technical regulations.
With teams continuing to push the limits of aerodynamic innovation in search of ever-smaller performance gains, the FIA now finds itself in the difficult position of balancing technological freedom with safety. The debate surrounding reverse rear wings has therefore become about far more than a single technical component, as it could ultimately influence how active aerodynamic systems are regulated in the coming years.
The Dutch driver bluntly pointed to the rear wing as the cause of the spin that ended his race after he became stranded in the gravel at Stowe. From the cockpit, the Dutchman immediately felt that something had not behaved as expected during the transition of the rear wing, leaving him with very little opportunity to recover the car once grip was suddenly lost.
According to Max Verstappen‘s technical assessment, the rear wing had failed to close properly. The Red Bull driver was clearly frustrated by the situation and suggested that the issue had also raised concerns about driver safety. Although racing drivers are accustomed to operating on the limit every lap, unexpected aerodynamic behaviour at high speed is naturally something that attracts immediate attention from both the teams and the governing body.
He also explained that, although it was not exactly the same problem experienced during qualifying in Austria, it still involved the rear wing and produced essentially the same outcome. While the precise technical circumstances differed, the common factor remained the movable rear wing system, which immediately focused attention on whether the concept itself could present broader challenges.
The incidents at Red Bull have effectively drawn the FIA’s attention to the safety implications of reverse rear wings. The governing body has begun discussions with the two teams involved to obtain assurances regarding the safety of the concept before deciding whether any regulatory intervention is required. At present, however, an outright ban on reverse rear wings is not the FIA’s preferred course of action. Instead, the governing body appears determined to understand every aspect of the issue before considering any drastic measures that could significantly affect the competitive balance of the championship.
The origins of the issue are already well known, which is why the FIA has chosen to investigate further by holding discussions with the technical leadership of both Ferrari and Red Bull. These conversations are intended to establish whether the incidents are the consequence of an inherent characteristic of reverse rear wing designs or whether they are linked to specific implementation details on an individual car.
The Federation’s intervention is not based on evidence suggesting that all reverse rear wings are inherently problematic. Instead, the objective is to determine whether the issues experienced by Red Bull stem from the concept itself or are unique to the RB22. This distinction is particularly important because any regulatory response should ideally address only genuine safety concerns rather than limiting innovation unnecessarily.
As is customary whenever incidents arise that could have safety implications, the FIA is gathering as much technical data as possible before deciding whether regulatory action is necessary. Engineers, technical delegates and the teams themselves are expected to provide detailed information so that every possible scenario can be evaluated carefully.
This approach falls under Article C.1.2 of the regulations, which gives the governing body the authority to amend the rules at any time when safety concerns are involved. This provision has previously allowed the FIA to react quickly whenever emerging technologies or unexpected technical developments have raised legitimate concerns regarding driver safety.
By extension, Ferrari has also become part of this evaluation. The Maranello team’s design had already attracted the FIA’s attention earlier this season because, although different from Red Bull’s implementation, it represents another interpretation of the rotating rear wing concept. Ferrari’s engineers have followed a different technical philosophy, but the underlying principle remains sufficiently similar for the FIA to include it within its broader analysis.
Ferrari’s rear wing has never shown any safety-related concerns throughout its development or competitive use, allowing Frederic Vasseur’s team to strengthen its political position against any proposal to ban the concept altogether. From Ferrari’s perspective, there is little justification for penalising a solution that has operated reliably and safely throughout the season. Such a ban would also carry major sporting consequences, especially after the FIA had already confirmed that the “Flick Tail Mode” system will be prohibited from the 2027 Formula 1 season onward. Introducing another restriction before those regulations even arrive could significantly alter ongoing development programmes and force teams to redirect valuable engineering resources.
It is also worth remembering that reverse rear wings have required enormous investment from the teams that have pursued them. Considerable design work, simulation, wind tunnel testing and track validation have all been necessary to integrate these systems successfully. Removing them entirely after they have already been approved would therefore have significant sporting and financial implications.
A stricter flap closing time is a possible compromise, but Ferrari is unlikely to support changes
Ferrari and Red Bull already have fully operational reverse rear wing systems, while McLaren is in the final stages of development and aims to introduce its version during the second half of the season. The fact that three of Formula 1’s leading teams are either already using or preparing similar concepts illustrates just how valuable engineers believe these systems could become.
All three teams have faced significant challenges in implementing the concept, particularly when it comes to aerodynamic integration during the transition phases between opening and closing. Managing airflow consistently while the wing changes configuration is an extremely delicate engineering task, especially considering the high speeds reached on modern Formula 1 circuits.
The FIA appears reluctant to eliminate solutions that have already been approved unless clear and demonstrable safety risks emerge. Historically, the governing body has generally preferred refining existing regulations rather than introducing outright bans, particularly when teams have invested considerable time and resources into developing legal innovations.
A more realistic outcome would therefore be a refinement of the technical regulations if concerns remain. Rather than removing the concept completely, the FIA could simply tighten the operational parameters governing how these systems function during a lap.
The FIA’s focus is believed to be on the transition between the low-drag straight-line configuration and the high-downforce cornering configuration. Under the current regulations, the system must complete the movement within 400 milliseconds, a limit that was originally considered sufficient to guarantee safe operation while allowing engineers enough flexibility to optimise performance.
Should the FIA conclude that a larger safety margin is required, it could reduce the maximum permitted transition time even further, forcing the rear wing to close more quickly. Such a change would be more closely related to the issue Max Verstappen experienced in Austria than to the incident at Silverstone, where the circumstances appear to have been somewhat different. Reducing the permitted transition time would not fundamentally alter the reverse rear wing concept itself. Instead, it would simply require every team to ensure that its movable aerodynamic system reacts more quickly and consistently during the transition phase.
This represents a realistic regulatory option, although Ferrari would be unlikely to support it. The SF-26’s “Macarena” system has not caused any instability issues, and modifying the regulations would require changes to a proven solution that has demonstrated no safety concerns throughout its competitive use.
From Ferrari’s point of view, introducing stricter limits would effectively force engineers to redesign a component that is already functioning exactly as intended. The Maranello team would understandably argue that regulations should target genuine safety problems rather than introducing additional restrictions for systems that have already proven reliable.
Reducing the current four-tenths-of-a-second limit even further would represent a significant engineering challenge for every team on the grid. Even those using conventional movable rear wing mechanisms would need to verify that their systems remain fully compliant under any revised requirements.
Would banning reverse rear wings benefit Mercedes?
Mercedes could emerge as the top team that stands to benefit the most if reverse rear wings were ultimately banned. However, such a rule change would not affect only reverse rear wings. Because it would modify a regulatory parameter governing the operation of the movable aerodynamic system, the new limit would apply to every car on the grid, including those using conventional rear wing mechanisms. Any adjustment would therefore have championship-wide implications rather than targeting a single technical solution.
Mercedes is currently the only one of Formula 1’s leading teams without a reverse rear wing ready for the 2026 season. However, as Ferrari continues to close the performance gap and as development continues across the field, the Brackley-based team is carefully evaluating every possible technical compromise that could prove beneficial in the long term.
Although Mercedes has not yet introduced its own version, the team is undoubtedly monitoring the situation very closely. Every major technical decision taken by the FIA has the potential to influence development priorities, particularly with the sweeping regulation changes scheduled for the near future.
Looking ahead to 2027, there could be a broader convergence across the grid toward rotating rear wing concepts—not only for Mercedes, but potentially for several manufacturers. If engineers conclude that this type of active aerodynamic solution offers meaningful performance benefits, it is entirely possible that it could become increasingly widespread.
This is one of the key areas currently being assessed by the FIA, which wants to determine in advance how active aerodynamics should be regulated under the next generation of Formula 1 regulations. Rather than reacting after every new innovation appears, the governing body is attempting to establish a long-term framework capable of encouraging technical development while maintaining high standards of safety and competitive fairness.
The current debate extends far beyond the incidents involving Max Verstappen. It represents an important test of how Formula 1 intends to manage the next wave of aerodynamic innovation. Whether the FIA chooses to maintain the existing rules, tighten flap closing times or eventually introduce broader restrictions, the decisions made over the coming months could shape the evolution of active aerodynamics for many seasons to come.
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