In the immortal words of Emily Latella,
https://www.autosport.com/f1/news/mercedes-two-phase-front-wing-activation-a-reliability-issue-not-an-exploit/10808110/?utm_source=RSS&utm_medium=referral&utm_campaign=RSS-F1&utm_term=News&utm_content=uk
Posted on 08/05/2009 7:57:45 PM PDT by Chode
This will be a general purpose thread for F1 news and pings that really don't require a thread of their own.
Great stuff!
Thanks!
Here we are talking Center of Pressure again.
Mercedes is accused of violating the rules regarding the movable aero transitions. Sometimes the front and rear wings close simultaneously, sometimes the rear wing closes first. (Video a ‘X,’ below)
https://x.com/MercedesF1_Hub/status/2036067053489070465
The difference is about the Center of Pressure. Moving the CP aft increases static longitudinal stability. Ordinarily, the wings close simultaneously. At certain corners they reckon the car’s directional stability needs a little help, so when the driver brakes, the rear wing closes a fraction of a second before the front. For that fraction of a second, the CP moves further aft, making the car more stable.
The primary complaint is that the 2-phase closure violates the 400-millisecond time limit, but I think the split functionality is also going to draw fire on principle too.
https://www.givemesport.com/ferrari-report-mercedes-fia-illegal-car-design-f1/
This is an online translation of the Italian F1 website’s article that started the brouhaha:
Mercedes has a super engine in the F1 2026, capable of managing the harvesting and deployment phases better than the other stables. An important advantage, but not the only one. Very interesting, in fact, are the modes of opening and closing the wings with different times: a ploy to maximize the balance of the single-seater in the detached phases. A solution that the FIA is examining to understand whether legality, according to the rules of the regulation, is being respected.
W17: intelligent solution to optimize the balance of the German single-seater
Looking at the second race in Shanghai, very interesting solutions emerged from Mercedes. In particular, we refer to the system used by the two W17s to close, and probably also to open, the flaps of the front and rear wing. Mobile devices have dramatically increased the aerodynamic efficiency of these single-seaters.
For this reason, in the mere construction of the setup, the imposed load level has a lower weight than in the recent past. The choice between the speed in the distance and the peak has failed. The technicians of the various teams went to look for “marginal” advantages on other aspects. Flaps can move between two boundary positions, obviously dictated by a regulatory volume.
Although teams have adopted similar systems to take advantage of the entire range of motion, the area where an effective advantage can be derived is given by the opening and closing speed of these wings. Devices moving between the minimum and maximum position. When these devices are activated, the load on the two wings varies and, consequently, changes the aerodynamics of the single-seater.
Overall, it follows that the balance of single-seaters can vary a lot. On the other hand, thinking about it, with the wings open the pressure center backs appreciably. But, in reality, the focal point of the issue lies in the transition phases between open and closed wing, especially when the pilot begins the detached phase and the flaps rise.
During braking, having a time when the car unbalances is counterproductive. At this juncture the balance migrates violently towards the front and causes obvious instability to the cars. In the case of Ferrari with the Macarena wing, the phenomenon was even more evident. The reason is simple, as the amplitude of the rotation, its speed and difference caused greater headaches. But let’s get to Brackley’s team.
For the above reasons, Mercedes chooses the closing speed of the flaps depending on the type of curve. At the 14 turn braking in Shanghai, where you go from over 300 to about 90 km/h, you need a lot of stability. In such a long and intense detachment, a more backward balance on the rear would be needed in the early stages. Then progressively advance and allow the driver to insert the car correctly.
This is exactly what the two W17s know how to do with the flaps of the front wing. When the driver brakes, the flaps only rise an angular portion, with the aim of maintaining the balance as backward as possible. Then, as the braking continues, the flaps rise more slowly, allowing the car balance to progressively advance.
In other corners, however, where the braking is shorter (Shangha curve 9), the balance must be more advanced immediately. For this reason, the flaps rise much more quickly, allowing the pilot to immediately have greater solidity in insertion. As Mercedes adjusts the system according to the curves still remains a big question mark. It could be “active”, using GPS, or passive, based on the greater resistance that you have to win to raise the flaps at high speeds.
The legality of this system is currently hanging in the balance. The opening of the flaps must take place in a maximum time set at 400 ms. In the event that the two W17s pass this range, the solution would be automatically illegal. The system has been used in China, but for now the International Federation has not yet expressed itself on measurements of opening and closing times.
On the other hand, it seems unrealistic to doubt this technical compromise studied by the German team. This considering that moving in lawlessness with such a visible system would not be smart at all. Although there is talk of opening times of about 800 ms, or twice the allowed value, the case remains open, with the FIA taking time to deepen.
https://www.formulatecnica.it/2026/03/f1-aerodinamica-variabile-mercedes-caso-fia-w17/
In the immortal words of Emily Latella,
https://www.autosport.com/f1/news/mercedes-two-phase-front-wing-activation-a-reliability-issue-not-an-exploit/10808110/?utm_source=RSS&utm_medium=referral&utm_campaign=RSS-F1&utm_term=News&utm_content=uk
George Russell says ‘not right’ Mercedes rivals are trying to slow Silver Arrows down as front wing comes under spotlight
I agree with this 1000%.
This is a case of “Bad news makes worse law.” When Merc showed up with a world-beater of a car at Melbourne in 2014, they deserved to with the championships. What they DIDN”T deserve was to win seven more because the rules structure prevented everybody else catching up.
Now the FIA is determined that Merc showing up with the best-prepared car counts for nothing and that there should be parity of results all season.
Except that’s the sports equivalent of socialism. Catching up the backmarkers by slowing the frontrunners. It’s also elemental to “spec racing,” but you can’t claim to be the pinochle of motor sports if it’s spec racing.
Spending caps also are anti-competitive and socialistic in nature because you’re effectively telling the most successful teams that they can’t fully enjoy the fruits of their success, because that allows the successful teams to out-spend the slow teams.
Spending caps might work in team sports but don’t forget that in team sports the pool of available athletes is finite. Buying Shohei Ohtani doesn’t just benefit you by him playing for you, it also benefits you because you DON’T have to play AGAINST him.
But that’s not how motor sports works. The resources are essentially infinite but spending caps artificially limit the evolution of the sport. Spending caps also put the FIA in the position of having to steer the evolution of the sport, and that’s a recipe for certain disaster.
More about the other teams trying to get the FIA to deflate Mercedes’ tires:
F1 Knives Out - Toto Wolff braced for Mercedes backlash
Honda says they’ve found what Aston Martin’s PU problem is but there’s not time enough to fix it before Suzuka.
The problem is they’re speaking in their usual indirect Japanezee manner and don’t say whether they’ve isolated the cause of the vibration, or formulated a fix for it.
Some notes:
Because of Formula One’s developmental driver rule, Jak Crawford of The Woodlands, TX (Houston), CRA - No. 35 - will drive the normally 14 car for Fernando Alonso, who is expecting his first child. Alonso was excused on paternity leave for today’s media conference and will be out for tonight’s Free Practice 1 and maybe 2 if necessary.
Max Verstappen ejected a journalist from The Guardian in today’s F1 press conference for Suzuka (Sunday 3 AM, no television in the US)
This season is rapidly turning into a Greek tragedy.
World Driving Champion Lando Norris was just told by PU supplier Mercedes that his #1 battery is Tango Uniform. He’s only started one race, there are 22 events left in the season, and he’d already down to just two batteries remaining. So he has to get 11 races from batteries that only were intended to last eight.
https://racingnews365.com/lando-norris-dealt-major-blow-after-mercedes-investigation
Lando’s teammate, Oscar Piastri, who came second in last season’s WDC, and who with teammate Lando won the World Constructors Championship, has yet to start a race.
Their team, McLaren Mercedes, last season’s champion constructor, currently sits third in the WCC with 18% as many championship points as 2026 WCC leader, Mercedes.
If you don’t see this as an unmitigated disaster unfolding before your eyes, you must be watching a different competition.
My mistake, Oscar came 3rd, 11 points adrift of Verstappen, but there were only 13 points covering the first three WDC finishers.
Kevin Harvick asked Little E which F1 driver he’d most like to see in Nascar and he answered, Max Verstappen. Says that at the end of the day, “he’s just like us,” he’s all about the racing. Says Max “would be fun to bring over” because he’s young, opinionated and not afraid to say what he thinks.
No doubt he comes by that impression of Max because in his spare time Max also endurance races at the Nürburgring. And before Max, I can only remember six other drivers who also drove in another racing series while still driving in F1:
1. ‘Lonso (Indycar)
2. Nico Hulkenberg (World Endurance & LeMans)
3. Jacky Ickx (LeMans & World Sports Car championship)
4. Graham Hill (LeMans & Indy)
5. Mario Andretti (Indy & 24 Hours of Daytona)
6. Jim Clark (Indy)
Clark is the only driver to have won the WDC & the Indy 500 in the same year.
There might be one or two I’ve overlooked but in any case, that is some rarefied air. Max is now #7 and the racing world has not overlooked that fact.
Gary Anderson opines that the FIA should step in with the Honda vibration problem because if it’s causing numbness, that’s a health consideration, and the FIA needs to take care of its drivers.
He also isn’t convinced about Honda’s claims for the possible sources for the vibration.
Kimi Antonelli becomes the youngest world drivers champion points leader, ever, by a wide margin.
Hambone held the old record at 22 years and 125 days.
On Sunday, Antonelli was 19 years and 216 days.
He also became the youngest pole sitter ever at Shanghai at 19 years, 201 days.
Charles Leclerc exposes George Russell trick after Ferrari instruction
https://racingnews365.com/charles-leclerc-exposes-george-russell-trick-after-ferrari-instruction
During the Japanese GP, Leclerc’s race engineer was relaying to him the instructions that Russell was receiving from his race engineer. Leclerc eventually figured out that Mercedes were doing the ol’ switcheroo and Russell was doing the exact opposite of what race radio told him.
Figuring this out gave Leclerc the ability to plan to attack Russell where his energy store was low, which is how he passed — not “overtook” — Russell on Lap 37.
The hidden reasons behind McLaren’s dramatic improvements in Suzuka
https://www.gpblog.com/en/tech/the-hidden-reasons-behind-mclarens-dramatic-improvements-in-suzuka
It comes down to their increased understanding of how the Mercedes PU works (which begs the question, why are they still working this out three races into the season?).
For one thing they tweaked the software that controls the deployment of battery power for “better stability on the rear end out of slow corners.” Which makes a mockery of the TR that forbids the use of traction control.
The MCL40 is a little short on downforce (compared to Merc & Ferrari), a little overweight, and a little rough on tires. However, the tire wear shortcoming was masked at Suzuka because most of the circuit had been resurfaced in the last 14 months.
So unless they make progress in one or more of those areas, Suzuka might be one of the few circuits where the McLarens are in the mix.
Ted Kravitz shares Honda’s ‘weird’ explanation for Aston Martin’s vibration issues at Japanese GP
Honda’s Koji Watanabe says their PU didn’t have this vibration problem until they installed it in the Aston Martin chassis. Which means, as I suspected all along, it’s a sympathetic resonance thing. Which might only ever present itself under a specific set of circumstances, and might not show up until the car is in full battle rattle and being driven at full suck.
Honda claims they made progress at Shangai and had a further fix that was tested in free practice but didn’t get enough data on it to risk using it in the race at Suzuka.
https://www.sportbible.com/f1/charles-leclerc-f1-japanese-grand-prix-ferrari-798665-20260330
Princess Akiko of Mikasa visited the podium during the award ceremony at Suzuka. She was in formal kimono and geta, which, in Japan, is the equivalent of a woman's tuxedo. Very formal. She was there representing the royal family so, in Japan, this is as hoity-toity as it gets.
Neither Antonelli nor Piastri paid her the proper respects, but Leclerc did.
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He doffed his cap.
Chapeau, Monsieur Leclerc. Good manners cost nothing, but bad manners can cost you dearly.
I have know several people in my life who I refer to as "disgustingly charming." Very few of them were American. Quite a few of them were French. And a number of them were Italian, so I don't quite understand why Antonelli and Piastri didn't get the memo.
...The technical genesis of the accident lies in the extreme closing speed between Bearman’s Haas and Franco Colapinto’s Alpine. In previous eras, cars in a DRS train moved with relative synchronicity. The 2026 power unit regulations, which mandate a 50/50 split between internal combustion and electrical power, have introduced radical energy discharge curves that are counter-intuitive to the sport’s history.
Approaching Turn 13, Bearman was in “Boost Mode,” using his maximum electrical deployment. Simultaneously, Colapinto’s Alpine reached its energy harvesting threshold, where the MGU-K exerts massive electromagnetic drag to replenish the battery. This created a 200kW power disparity between the two machines. As Bearman entered the Alpine’s low-pressure wake, the resulting loss of front-end downforce made his Haas hyper-sensitive to his evasive correction. Carrying 50km/h (31mph) more than the car ahead, the transition to the grass was a death sentence for his grip levels.
“'It was a massive overspeed, 50kph which is a part of these new regulations that I guess we have to get used to,' Bearman reflected after being cleared by the medical center. 'I think as a group we warned the FIA what can happen and this has been a really unfortunate result of a massive delta speed we’ve not seen before in F1 until these new regulations...'”
"...For the GPDA [Grand Prix Driver's Assn], the Suzuka crash was a terrifying validation of concerns raised since the season opener in Australia. Director Carlos Sainz and McLaren’s Lando Norris have argued that the 2026 framework prioritizes 'the show' over fundamental safety. Sainz was particularly pointed, noting that while Bearman was 'lucky' to have the grass run-off and escape roads of a traditional circuit like Suzuka, the physics change entirely on street circuits.
"The looming fear is the upcoming schedule. In the tight concrete canyons of Baku, Singapore, or Las Vegas, there are no grass verges to bleed off speed, only 90-degree walls. A 50km/h delta in those environments could turn a knee contusion into a tragedy.
“'I hope it serves as an example and they listen to the drivers and not so much the teams,' Sainz stated. 'Some people said that the racing was okay, because the racing is not okay. We were lucky there was an escape road. Now, imagine going to Baku, or Singapore, or Vegas....”
https://f1chronicle.com/why-the-2026-japanese-gp-crash-is-f1s-ultimate-warning-sign/
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