Revealed: How Mercedes' alleged front wing trick actually works

Even before the season got underway in Australia, it was clear that it would be particularly exciting from a technical perspective, given the major regulatory changes. 

This is not only true of the power unit, which has dominated the headlines owing to the difficulties of managing and utilising energy levels, but there are also aerodynamic aspects catching the eye.

Namely, the closing times of the front wing on the Mercedes W17. 

The regulations stipulate that the wing flaps must return to their normal position with a closing movement that must be completed within 400 milliseconds, during which time, the car must return to its standard configuration, and regain the normal levels of downforce when in corner mode.

The exact timing stipulated by the regulations was determined precisely on the basis of current technical capabilities, in terms of the actuators’ ability to return the flaps to their normal position, counteracting the increasing drag as the flap closes. 

A slower closing speed, however, would offer exploitable advantages, particularly in the phase just before the car approaches the braking point and the turn into the corner. 

Essentially, with a slower closing speed, there is a more gradual return of downforce, resulting in less weight transfer to the rear and less lowering of the front end.

The closing times of the device fitted to the front of the W17 would only partially allow for closure within 400 milliseconds; in other words, the flap would be halfway to its final closed position. 

The closing phase, however, appears to take a further 450 milliseconds, effectively doubling the maximum time allowed for this operation under the regulations. It is correct to note that the regulations do not specify any precise angle that the flap must reach to be considered closed.

But the starting position should serve as a reference – namely, when the flap fully performs its function as a load generator. 

Balance during braking is fundamental not only in terms of the car’s dynamic balance, but also because it allows for reduced use of engine braking by detecting the level of rear-axle grip, thereby enabling a significantly quicker restart once the car is mid-corner. 

In essence, as has been evident since the very first race, this year aerodynamics, including active aerodynamics, is entirely geared towards energy management and the delivery of power from the PU, as it can, as described above, modify its response in relation to a more invasive use of engine braking.