McLaren knows a lot about aeroelasticity… but let’s take it step by step. The FIA, together with F1, is trying to get a clearer picture of all the teams, as it has realized that the regulations were not being properly followed. Former Ferrari man Nicolas Tombazis stated a few weeks ago that the governing body felt absolutely mocked. This is precisely why, after installing cameras on several cars, they have tightened inspections.
There’s now just over a month to go before the new rule comes into force. The TD018, at least in theory, is meant to finally close this chapter. No doubt all engineers have long been figuring out how to keep wings flexible, using real tricks to circumvent the rules. Today we take a look at McLaren’s solution, which is quite intriguing due to some details.
The Woking team knows the game well
It’s interesting to take a close look at the rear wing of the McLaren MCL39. As we’ve often reported, the Woking team is the one that relies the most on the concept of aeroelasticity. This means they manage to flex aerodynamic surfaces in specific areas, in order to reduce drag at high speeds along the straights.
In these situations, F1 cars generate maximum downforce — but it’s “wasted,” because resistance to forward motion is also at its highest, a parameter that instead should be reduced. For this reason, they can use wings with more aggressive angles of attack so that at high speed, the vertical load decreases — which is where there’s the biggest difference from the static configuration seen when the car is stationary in the garage.
In corners, where the forces applied are lower, the wings return closer to their static configuration. The ability to flex the wings in localized areas depends on how the carbon fiber layers are arranged during lamination. There are several rules imposed by the FIA that the rear wings must follow. And we know they’re currently under scrutiny, with the upcoming TD set to take effect in Spain.
The possible trick to get around the banned flexibility
We’ve already analyzed the MCL39’s wing, highlighting the area where it flexed. Essentially, the outermost section of the second flap’s leading edge lifts at high speeds, reducing the frontal area. But that area is now under stricter regulations, with not just static tests but also dynamic ones. McLaren might be trying to achieve localized flex in another part of the second element, as we can see in the photo.
In this case, if we look at the second flap, we immediately notice an unusual carbon fiber layering at the outermost trailing edge. This area is part of the second flap but isn’t mobile. There’s a clear distinction, with more visible carbon layers.
It’s hard to believe that the technicians and engineers simply forgot to paint the rear wing in that area. On the contrary, giving them the benefit of the doubt, we can suppose that, at a local level, they intentionally laid the carbon fibers differently.
All of this to achieve a minimal flex that could reduce the wing’s frontal area. The number, type, and arrangement of the carbon layers are all crucial to producing this effect and gaining extra fiber flexibility. The FIA sticker (white circle) monitors the flex, but it isn’t placed in the area subject to aeroelasticity, as it’s the outermost tip that flexes — the spot where the aerodynamic force’s moment is strongest.
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