Formula 1’s movable wings have opened the door to a fascinating new technical battle, and much of the development is now focused on an area that often goes unnoticed: the actuators controlling the front wing flaps. After the opening part of the 2026 season, Mercedes introduced a redesigned solution that also delivers aerodynamic benefits when the flaps are lowered, while Ferrari responded in Spain with a much smaller and lighter actuator.
Front wing actuators become the latest Formula 1 development battleground
In recent weeks, much of the discussion has centred on the new movable wings and, in particular, the mechanisms that allow both the front and rear wings to rotate. Since the Monaco Grand Prix, the actuators have effectively disappeared from view, giving engineers greater freedom to develop increasingly sophisticated solutions. However, the technical battle in this area is far more complex than it initially appears.
Since the beginning of the championship, teams have adopted very different philosophies, both in terms of how many front wing flaps are allowed to rotate and the type of actuator used to control them. Ferrari and Mercedes, for example, have opted for a single central actuator mounted beneath the nose, while other teams have integrated the system almost entirely inside the nose cone, leaving only two slender metal rods visible to operate the wing.
These are fundamentally different design concepts, and teams are also trying to save as much weight as possible. Some solutions are heavier because a larger central section of the front wing—which must remain fixed under the regulations—is constructed entirely from metal. The size of both the actuator and its supporting structure also affects not only weight but aerodynamic blockage, a particularly important factor in such a sensitive area where airflow is directed beneath the chassis.
Mercedes redesigns the actuator with aerodynamics in mind
One of the most interesting examples comes from Mercedes. At the Canadian Grand Prix, the Brackley-based team introduced a major revision of its front wing, with one of the key changes taking place beneath the nose around the actuator responsible for moving the flaps.
Earlier in the season, a significant portion of the W17‘s front wing flaps remained fixed, effectively creating a channel beneath the nose. From Canada onwards, Mercedes revised that concept so that only a very small section of the third flap remains fixed, meaning a much larger portion of the wing is now free to move.
The actuator itself has also undergone a significant redesign. Previously, there was a single large component mounted beneath the nose. Mercedes engineers have now divided the assembly into three separate elements.
Images captured in the pit lane during the Austrian Grand Prix reveal that the metal mechanism responsible for actuating the wing remains a single central component. This streamlined, bullet-shaped element connects directly to the movable flaps. When the driver activates the movable front wing, the mechanism rotates downward until it lies almost horizontally.
This is where Mercedes’ attention to detail becomes particularly evident. That central component has been carefully shaped to perform an aerodynamic function whenever the movable wing is activated, reducing drag as much as possible in its low-downforce position. When the flaps return to the high-downforce configuration, the actuator aligns itself with the surrounding airflow generated by the wing. The remaining two elements simply provide structural support.
Ferrari also refines its solution
Ferrari has also devoted significant attention to this area. At the Spanish Grand Prix, the Scuderia introduced a completely miniaturised actuator, considerably smaller than the version used during the opening races of the season.
The objective is twofold: reducing both aerodynamic disturbance and overall weight. Alongside the main actuator element, Ferrari has also added a small metal pylon mounted further forward on the second flap, further refining the packaging and airflow management around one of the most sensitive aerodynamic areas of the entire car.
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