Flexible wings and an inflexible FIA
The FIA has chosen to intervene on the flexibility of Formula 1 car wings through a two-phase process. The first measure, concerning rear wings, will be introduced at the start of the 2025 season. The second, more controversial one regarding front wings, will come into force at the Spanish Grand Prix on June 1. The FIA adopted this gradual approach to allow teams to adapt without having to discard existing components unnecessarily.
Objections
Gary Anderson, a well-known figure in F1 who has worked with McLaren, Ensign, Jordan, Stewart, and Jaguar, and is now a contributor for *The Race*, raised some concerns about the matter: “The Spanish GP will be the ninth race of a 24-race season. This means the championship will be split into two parts—one of eight races and another of 16. I think this will distort the title fight even before it begins, similar to the double diffuser in 2009. We’re talking about a 33% reduction in the allowable deflection.”
The Northern Irish engineer explained that reduced flexibility will affect the overall functioning of the underfloor, floor flow diverters, and even the rear wing. Gary Anderson further noted: “A team can design its car to optimize the 15mm deflection for the first eight races, while others will optimize it for the remaining 16, where it will be reduced to 10mm.”
Is bouncing coming back?
The experts at *AutoRacer.it* have also highlighted that “some engineers are concerned about a possible return of porpoising,” due to the overall balance of the cars being affected.
In short, the update to TD18 risks splitting the championship in two, with many teams potentially forced to redesign the floor or parts of it and rework ride height management to prevent bouncing—something that, as we’ve learned in recent years, cannot be simulated in a wind tunnel.
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