See F1’s latest front wings as teams face tougher flexi-wing tests

Formula 1’s teams have revealed their front wing solutions to satisfy the Spanish Grand Prix technical directive on flexing wings, following the application of more stringent load tests for the Barcelona round.

With a 1000N load applied to either side of the front wing, the flex tests only permit a maximum of 10mm of deflection, down from the previous benchmark of 15mm. This has prompted teams to strengthen their wings, although many of those changes will largely remain structural.

However, a handful of teams have registered more visual changes beyond that to ensure the wings remain stiff enough to pass the revamped load tests, while also attempting to recoup performance.

Ferrari, for example, has modified the distribution of load across its wing elements with minor revisions to the geometry to satisfy the rules, pairing that with revised endplates. Red Bull has followed suit, stating that all four elements have been changed; the team said in its pre-event technical notes that “the front wing geometry has been revised to gain stiffness at minimal weight cost and then iterated to pursue the load characteristics sought.”

McLaren and Mercedes had already introduced their own new front wing to suit the new rules at Imola; McLaren used the wing in practice but is yet to race its new design.

Aston Martin has bolstered the structure of its front wing design with no element changes, but has revised the tips and outboard edges at the endplate to boost its wing performance.

Alpine has not registered a change either, suggesting its wing was either a purely structural change or that its Imola development had satisfied the criteria. Haas has also alluded to its wing changes being only structural; team principal Ayao Komatsu has already stated that the team had not been exploiting wing flex as much as its rivals.

Racing Bulls, however, has opted for an entirely new nose and wing combination, with a drooping nose now developed to open up the underbody to a cleaner source of flow. The central section has also been lowered to further this effect, with revised elements to satisfy the flex tests and reshaped to generate more inboard-focused load.

Williams states that its wing has also received a concurrent update, explaining that “we have taken the opportunity to update the geometry of the rearward flap and front wing endplate. The outboard section of the rearward flap has a more backed-off profile, and the vertical section of the endplate has a revised camber geometry” to improve the airflow patterns around the front brake ducts and the front of the floor.

Sauber has also changed its front wing endplate junctions to improve the local front wing performance in this area.

Red Bull Racing RB21, front wing

Photo by: Stuart Codling

Further updates for the Spanish GP

Ferrari has modified its high-downforce rear wing, itself largely carried over from 2024. Mercedes also has a revised higher-downforce rear wing with more camber to bolster its overall downforce.

Mercedes has also paired this with a new floor edge wing assembly and inner floor fence to further improve its underbody performance. Alpine and Sauber have also reported wide-reaching floor updates.

Williams has also introduced a series of rare updates, given its focus towards 2026; the team has made changes to its rear brake cooling ducts as a circuit-specific change for Barcelona, while Sauber has continued its update momentum with changes to its sidepods to fit more cohesively with the aforementioned floor updates.