During Bahrain Testing, the topic of mini-DRS (a trick linked to the aero flexibility of the rear wings) returned. Red Bull Technical Director Pierre Wache told his observations to The Race: “I think Ferrari and McLaren are continuing to use the mini-DRS effect”.
As we told you exclusively, the FIA updated their flexi-wing rules ahead of the 2025 season. Stricter tests will be in place to monitor front wings, starting in Spain. However, the FIA’s new measures on rear wing flexing will be implemented immediately in Australia.
“Following further analysis conducted by the FIA Single-Seater Department following the conclusion of the 2024 season, we are committed to ensuring that bodywork flexibility is no longer a point of contention for the 2025 season,” motorsport’s governing body said.
“As part of this effort, we will increase the scope of rear wing testing from the start of the 2025 season.”
The FIA has mainly focused on controlling the space created between the mainplane and the DRS . Even in the external part where the horizontal elements connect to the lateral bulkhead, the so-called ‘rear wing tip’.
According to Red Bull, the Ferrari and McLaren wings tend to open this slot gap with an increase in the efficiency of the rear wing at high speeds.
McLaren took a low-downforce wing to the track for a few laps in testing.
Whilst usually unsuitable for the Bahrain circuit, this wing was intended to ensure correlation with the rear wing – given that it is much more complex to flex a wing with less incidence.
The flow-viz used has left some doubts on the actual behaviour of the MCL39’s tested rear wing.
Mercedes was also under special observation, even if Wache did not speak about it directly. Both the rear and front wings of the W16 caused a lot of discussion in Bahrain testing.
From the onboard images focused on the W16’s rear wing, significant flexing was noted. This could generate possible advantages, including reduction in aerodynamic resistance on the straight.
At the same time, there would be a maintenance of adequate aerodynamic load in the curves.
Linked to FIA’s latest technical directive, Ferrari carried out intentional work in their first two days of testing.
Ferrari checked the flexing of their rear wing’s external component. This is where the new, more rigorous deflection tests imposed by the Federation will be concentrated.
Ferrari’s SF-25 was the only car with stickers dedicated to collecting this crucial additional data.
Curiously, the FIA will use the same methodology to observe rear wing flexing in Australia. In fact, at the beginning of this week, the FIA sent an updated technical directive.
Within it, (TD034) were new measures for the visual control of the rear wings starting from Australia. The positioning of dedicated high-resolution FIA cameras is being decided.
As well as new visual stickers to be placed on the rear profiles, similar to what already happened last year starting from the Belgian GP and up to Singapore for the front wings.
