The Australian Grand Prix marks the introduction of new flexibility tests, specifically targeting the beam wing. In addition to the previous check measuring deformation deflection, a second test has now been introduced to assess profile rotation. These new procedures are outlined in the updated version of the technical regulations, which also detail upcoming front wing tests set to debut at the Spanish Grand Prix.
Melbourne’s New Rules
On February 26, the FIA published a revised version of the technical regulations, adding Article 3.15.12.b in the section concerning beam wing flexibility. The original test stipulated that profiles could not flex more than 3 millimeters under the application of two symmetrical vertical loads of 150 N each, equivalent to about 15 kg. Starting from the upcoming Australian Grand Prix at the 5.278-kilometre Albert Park Grand Prix Circuit in Melbourne, an additional check will be implemented, ensuring that the beam wing flaps, under the same loads, do not rotate more than 0.8° relative to the rear impact structure.
The FIA formalized the new rule less than two weeks before the start of the championship, though teams were already aware of it. It is highly unlikely that this restriction will significantly shake up the competitive order, but it remains a development to monitor. The beam wing interacts aerodynamically with both the diffuser and the rear wing, and during DRS activation, its deformation helps enhance the system’s effectiveness.
Front Wing: New Tests for Spain
Meanwhile, the FIA has also finalized the front wing tests set to debut at the Spanish Grand Prix, quantifying the much-discussed tightening of flexibility regulations. The test will continue to apply two vertical loads of 1000 N—roughly 100 kg—to the main profile, but the maximum allowed deformation will be reduced from 15 mm to 10 mm, increasing the required stiffness by 50%. If the 1000 N load is applied to only one side of the front wing, the profile will now be limited to 15 mm of deformation instead of the current 20 mm, enforcing a 33% increase in rigidity.
Equally important are the tests for the flaps above the main profile, which will still be subjected to a 60 N load, equivalent to just over 3 kg. For each profile, the trailing edge can now deform only up to 3 mm, compared to the current 5 mm, requiring a 66% increase in bending resistance. Teams continue to downplay the impact of these new tests, though the stricter limits will deprive them of a powerful tool for balancing their cars when transitioning between high and low speeds.
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