Flexible wings remain: what really changes under the new FIA directive? | F1 Barcelona analysis. The FIA’s new directive reduces front wing flex by 40%.

The FIA’s goal with the introduction of this new directive was certainly not to ban every single flex of the wing profiles, and the current onboard footage confirms this. The new technical regulation has simply reduced the maximum flex limit of the front wing flaps, which is why it’s still possible to see the wings bend as speed increases.

It’s important to clarify that the FIA could not have entirely eliminated flap flex, because the loads to which the single-seaters are subjected are so high that a minimal deformation of the wing profiles is necessary to avoid structural damage or failure. However, there is a noticeable difference in the flex of the upper wing profiles, which no longer bend downward as before. This is clearly due to the stiffening of the flaps, and while the change may seem minor to the naked eye, its impact on car dynamics should not be underestimated.

If the wings still flex, what really changes?
One figure worth considering is the percentage reduction in permitted deformation. On the fourth element, the topmost one, a maximum deformation of 3 mm is now allowed, compared to the previous 5 mm. This amounts to a 40% reduction in permitted flexibility—a value that is far from negligible, especially in a sport where every millimeter and hundredth of a second counts.

It must also be kept in mind that not only the two upper flaps flex, but also the first element, the largest flap, which has a significant impact on aerodynamics. The directive has also limited the flex of this first element, which, when combined with the reduction in deformation of the third and fourth flaps, results in an overall effect that is anything but negligible.

In light of this data, it’s clear that a 40% reduction in flex can lead to changes in handling dynamics and airflow management. The teams have not just stiffened their wings to comply with the directive, but also altered the geometries of the front wings.

Among these teams is Ferrari, which has chosen to modify the front wing geometry in addition to the mandatory structural stiffening. The Maranello team, like others, has lost much of the outwash effect it was able to generate with a flexible wing. To compensate for this loss, Ferrari redesigned the entire endplate in an attempt to recover part of the lost aerodynamic efficiency.

The advantage of a flexible wing
A wing that flexes less is a wing that, at high speeds, maintains a greater angle of attack. At those speeds, such a steep angle would generate excessive front downforce, compromising the car’s handling. The goal of engineers when designing flexible wings was precisely to reduce aerodynamic load as speed increased, with obvious benefits on straights as well. Clearly, with flex now limited, teams are dealing with a changed car balance—something they need to understand and optimize, a process that may take time.

After the first free practice sessions, it’s still impossible to determine who has gained the most from these changes, and we are unlikely to see major shifts in competitiveness on track in the immediate future.