Everyone talks about it, but in the end nobody does anything. The topic of discussion is still the McLaren rear wing that according to some observers had the flap that in Baku moved like a mini-DRS.
The FIA has finally taken a stand: “The FIA is closely monitoring the flexibility of the bodywork on all cars and reserves the right to require teams to make changes at any time during the season.”
“However, if a team successfully passes all deflection tests and adheres to the regulations and technical directives, it is considered to be fully compliant and no further action will be taken.”
“The FIA is currently reviewing the data and any further evidence from the Baku GP and is evaluating any mitigation measures for future implementation.”
“This is part of the standard process when reviewing the technical legality of a solution and the FIA retains the authority to introduce regulatory changes during the season if necessary.”
The rear wing of the McLaren MCL38 used at the Azerbaijan GP
Photo by: Giorgio Piola
Nikolas Tombazis’ staff, therefore, considered the McLaren flap perfectly compliant with current regulations. The case, therefore, should be considered closed, especially since the minimum load wing will not be seen again this year except, perhaps, in Las Vegas, while there are voices in the paddock that continue to insist that the issue not be definitively buried without further regulatory clarification.
The fact is that no one has taken the responsibility of asking the FIA in writing for clarification: this is the clearest sign that everyone is working on the elasticity of the wings and, therefore, any intervention by the legislator could block developments that are underway.
Curious that in the Singapore box the Woking team covered the rear wing flap, although the Baku configuration will not be used on the Asian street circuit. Do they want to play a bit on the mystery or is a new livery coming?
McLaren’s rear wing disputed for abnormal flap movement in Baku
Photo by: Franco Nugnes
A team boss told Motorsport.com: “Aerodynamic flexibility is a factor for many now, and even if a wing passes the FIA test, the regulations are very clear: the component cannot be designed to flex. We rely on the FIA to say what is legal and what is not, so we know how we should behave…”
McLaren and Mercedes have found a way to make the last flap of the front wing move in a programmed way, taking advantage of being able to find a good balance of their single-seater between low and high speed sections. The FIA has expressed itself twice explaining that the solutions that pass the static tests in verification are legal, so much so that Ferrari and Red Bull will arrive in Austin, after the one-month break, with front profiles that will adapt to the bending standards of their opponents.
The purely technical issue is also intertwined with other logics such as that of the budget cap: those who have invested in an idea that the FIA has deemed legal, risk throwing money down the drain in the pursuit of performance if there were a change in political direction.
It is more likely, therefore, that the “bolts” on future rules can be tightened by intervening on the values of the static tests.
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