The rules were changed throughout the next few years as the FIA tried to peg back any advances being made by the teams, all of which were set against losing any ground to rivals. For example, the floor was now able to produce more downforce, as the wake wasn't impinging on its performance as much. This effect would magnify the downforce being generated and, as a consequence, also change how the airflow was pushed across and around the face of the tyre, altering the shape of the wake created.Ĭonsequently this would improve downforce over the rest of the car. Teams began looking at ways to circumvent the load tests in a way that allowed the outer tips of the front wing to reach towards the ground.
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The Milton Keynes-based outfit often seemed to be the ones singled out over flexi wings, as it appeared to have the best handle on how to best apply aeroelasticity to the front wing, while also being able to defeat the FIA's load tests. The next big F1 talking point regarding flexible bodywork seemed to have Red Bull in the dock at every conceivable turn. These separators were seen as a simple way of preventing the gap from closing as more load was applied. But, with an explosion of the practice causing concern it may get out of hand during the 2006 season, the FIA introduced slot gap separators from the Canadian GP (as seen on the illustrations from 2007, above). SLIDE SHOW McLaren MP4-22 2007 Canada rear wingįormula 1's technical working group had already conceived a method to prevent this sort of manipulation, and had proposed it be introduced in 2007. As the car slowed, the gap would reopen and downforce would be restored. This served the same purpose of reducing downforce, drag and increasing straightline speed. This had the effect of 'stalling' the rear wing, as the airflow couldn't circulate around the wing in the usual manner. This time it wasn't being done in the same way as before and teams had designed their rear wing planes in such a way that the gap between the main plane and top flap would close up. Straightline speeds began to increase again during the 20 seasons with it becoming clear that teams were once again using aeroelasticity to make gains. In response, the FIA incorporated a stringent load test on the rear wing during scrutineering in order to detect any adverse rear flex on the wing. In the lead up to and during 1999, there were a number of high profile accidents with teams trying to create an effect whereby the rear wing would tilt rearwards under load - giving required downforce at lower speeds but reducing it and, more importantly drag, as speed built up. So it is no surprise this area has been a constant battle ground for more than two decades. The nature of physics mean parts have to bend, otherwise they shatter as soon as a load is applied.įor teams, such aeroelasticity offers opportunity for aerodynamic benefits. This is not a new problem for the FIA, but history shows that flexible wings is a really tricky area of the car to police because there can be no such thing as a zero tolerance approach. It added: “We believe that such deformations can have a significant influence on the car’s aerodynamic performance.” In a note the FIA has sent to the teams, it said there were concerns that teams – and that is plural – had designs that passed the static tests but: “nonetheless exhibit excessive deflections while the cars are in motion.” The FIA’s latest move, to impose stricter tests from the French Grand Prix, has come off the back of concerns that teams have indeed gone too far.įor despite pretty tough pullback and vertical load tests to check that wings were as rigid as possible, evidence points towards some clever designs. Then, fighting them is the FIA which is constantly having to find ways of policing the matter to ensure that teams aren’t exploiting the rules. On the one side are the teams who are constantly trying to push the boundaries of the regulations when it comes to flexible bodywork. The FIA's clampdown on Formula 1 teams exploiting clever 'bendy wings' to boost straightline speed is the latest skirmish in a war that has raged for decades. share a laugh at the Texas Motor Speedway
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