Mercedes appears to have developed a highly competitive power unit for the 2026 Formula 1 season, capable of managing both energy harvesting and deployment phases more effectively than its rivals. This represents a significant advantage, but it is not the only one. Equally intriguing are the different opening and closing strategies of the front and rear wings, with variable timing designed to optimize the car’s balance, especially under braking. This innovative solution is now being examined by the FIA to determine whether it complies fully with the current regulations.
W17: a clever solution to optimize car balance
Careful observation of the second race in Shanghai revealed several interesting technical solutions introduced by Mercedes. In particular, attention has focused on the system used by the two W17 cars to close—and likely also to open—the front and rear wing flaps. These movable aerodynamic devices have significantly increased the overall efficiency of the car.
As a result, when setting up the car, the level of downforce required has become less critical compared to the recent past. The traditional compromise between cornering speed and top speed has been reduced. Engineers across the grid have instead shifted their focus toward extracting marginal gains in other areas. The wing flaps can move between two extreme positions, naturally defined within a regulatory range.
While most teams have implemented similar systems to exploit the full range of motion, the real competitive advantage lies in the speed at which these wings open and close. These devices transition between minimum and maximum positions, and whenever they are activated, the load on both wings changes, directly affecting the car’s aerodynamic behavior.
Overall, this means that the balance of the car can vary significantly. With the wings open, the center of pressure shifts noticeably toward the rear. However, the key issue lies in the transition phases between open and closed wing positions, particularly when the driver begins braking and the flaps start to rise.
During braking, any moment of imbalance can be highly detrimental. In these situations, the aerodynamic balance can shift abruptly toward the front, causing instability. In Ferrari’s case with the so-called “Macarena wing,” this phenomenon was even more pronounced. The reason is straightforward: the amplitude of rotation, its speed, and the overall variation created greater challenges. But let’s return to the Mercedes solution.
Mercedes: how the variable wing system works
For the reasons outlined above, Mercedes adjusts the speed at which the flaps close depending on the type of corner. For example, at Turn 14 in Shanghai, where cars decelerate from over 300 km/h to around 90 km/h, stability is crucial. In such a long and intense braking zone, a more rearward balance is required in the initial phase, before gradually shifting forward to allow the driver to properly rotate the car into the corner.
This is exactly what the W17 achieves with its front wing flaps. When the driver begins braking, the flaps initially rise only partially, maintaining a more rearward balance. Then, as braking continues, the flaps open more gradually, allowing the car’s balance to move forward progressively.
In other corners, where braking zones are shorter—such as Turn 9 in Shanghai—the balance needs to be more forward from the outset. In these cases, the flaps open much more quickly, giving the driver immediate front-end stability during corner entry. How Mercedes adjusts the system based on each corner remains a major unknown. It could be an active system using GPS data, or a passive one relying on the increased resistance encountered when raising the flaps at higher speeds.
Mercedes: FIA reviewing wing legality
The legality of this system is currently under scrutiny. According to the regulations, the opening of the flaps must occur within a maximum time of 400 milliseconds. If the W17 exceeds this limit, the solution would automatically be deemed illegal. The system was used during the Chinese Grand Prix, but the FIA has yet to provide an official assessment regarding the measured opening and closing times.
At the same time, it seems unlikely that Mercedes would risk operating outside the rules with such a visible solution. Running an illegal system in plain sight would not be a logical approach. Although there is speculation that the flap movement could take around 800 milliseconds—double the permitted limit—the case remains open, with the FIA taking additional time to conduct a thorough analysis.
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