McLaren MCL38 rear wing: FIA launches an investigation on all Baku data
Today at 05:07 AM
Everyone talks about it, but in the end, no one does anything. The topic of discussion is still McLaren’s rear wing, which, according to some observers, had a flap that moved in Baku like a mini-DRS.
The FIA has finally taken a stance: “The FIA is closely monitoring the flexibility of the bodywork on all cars and reserves the right to request teams to make changes at any time during the season.”
“However, if a team successfully passes all deflection tests and adheres to regulations and technical directives, it is considered fully compliant, and no further action will be taken.”
“The FIA is currently reviewing the data and any further evidence that emerged from the Baku GP and is considering any mitigation measures for future implementation. This is part of the standard process when examining the technical legality of a solution, and the FIA retains the authority to introduce regulatory changes during the season if necessary.”
Nikolas Tombazis’ staff, therefore, deemed McLaren’s flap perfectly compliant with current regulations. The case should therefore be considered closed, especially since the low-drag wing won’t be seen again this year, except perhaps in Las Vegas, although there are paddock rumors that continue to insist the matter should not be definitively buried without further regulatory clarification.
The fact is that no one has taken responsibility to formally request clarification from the FIA: this is the most obvious sign that everyone is working on the elasticity of the wings, and therefore, any legislative intervention could halt developments already in progress.
Curiously, in the Singapore garage, the Woking team covered the rear wing flap, even though the Baku configuration will not be used on the Asian street circuit. Are they playing a bit of mystery, or is a new livery on the way?
A team leader told Motorsport: “Aerodynamic elasticity has been a factor for a long time, and even if a wing passes the FIA test, the regulations remain very clear: the component cannot be designed to flex. We rely on the FIA to tell us what’s legal or not, so we know how to 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 the ability to find a good balance between low and high-speed sections. The FIA has expressed itself twice, explaining that solutions passing static tests are legal, so much so that Ferrari and Red Bull will arrive in Austin, after the one-month break, with front profiles that will comply with the flexion standards of their rivals.
The purely technical issue also intertwines with other considerations, such as the budget cap: those who invested in an idea that the FIA deemed legal risk wasting money in the pursuit of performance if there were a change in political direction.
It is more likely, therefore, that the “screws” on future rules will be tightened by intervening on the values of the static tests.
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