Jonas Leo
The Fédération Internationale de l’Automobile (FIA), Formula 1’s governing body, has launched a comprehensive inquiry into the innovative rotating rear wing designs employed by Red Bull Racing and Scuderia Ferrari, following a series of high-speed incidents involving reigning world champion Max Verstappen. This investigation comes in the wake of Verstappen’s alarming crashes at the Austrian and British Grands Prix, which have raised significant safety concerns regarding the reliability of these advanced aerodynamic systems.
The active aerodynamic elements, colloquially dubbed the ‘Macarena wing’ due to their distinctive oscillating motion, are designed to dynamically adjust the car’s downforce and drag levels. Their primary objective is to enhance straight-line speed by reducing drag, while simultaneously providing optimal downforce through corners. Ferrari was at the forefront of this technological push, first publicly unveiling a rotating rear wing concept during pre-season testing in Bahrain. Although an initial race debut in China had been considered, the Scuderia ultimately chose to introduce the design at the Miami Grand Prix.
Red Bull Racing swiftly followed suit, introducing its own iteration of the rotating wing at the same Miami event. Despite the concurrent rollout, Red Bull’s technical director Pierre Wache clarified that their design was an independent development, reportedly in progress since November 2025 (though likely a typo and meant 2024 or earlier, given F1’s typical development cycles). A key differentiator between the two designs lies in their rotational direction, with Red Bull’s wing rotating in the opposite manner to Ferrari’s. Furthermore, Red Bull’s version is understood to be more aggressive in the active aerodynamic opening it creates, allowing for a greater reduction in drag on high-speed straights.
While Ferrari has, to date, reported no operational or technical issues with its ‘Macarena wing’ across its competitive outings, Red Bull has unfortunately experienced two significant failures on Max Verstappen’s car. The first incident occurred during the Austrian Grand Prix at Spielberg, and the second, more recent, during the British Grand Prix at Silverstone. These failures, particularly in high-speed sections of the track, have led to considerable concern within the Red Bull camp and across the paddock.
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Following his dramatic exit from the British Grand Prix, where he described the overall situation as "super dangerous," Verstappen underscored the critical safety implications of such failures. Red Bull team principal Laurent Mekies confirmed that the team had initiated its own thorough investigation into the Silverstone crash, vowing to "leave no stone unturned" to ascertain the root cause. He stressed the team’s commitment to review the entire system to "make sure we leave zero chance for that to happen again," indicating that Red Bull would take "whatever is necessary to be on the safe side." This internal scrutiny will be crucial in determining whether the rotating rear wing will be deployed at the upcoming Belgian Grand Prix at Spa-Francorchamps.
The FIA’s involvement stems directly from these incidents. The governing body has formally requested additional information from both Ferrari and Red Bull. At this preliminary stage, the FIA’s primary objective is to ensure that both teams are in full compliance with all existing safety requirements related to the operation of these complex active aerodynamic systems. A central focus of this compliance review is the stipulated maximum transition time of 400 milliseconds, within which the rear wing must complete its closing cycle.
Formula 1’s technical regulations, specifically concerning active aerodynamics, are explicit: "Any adjustment of RW Flap may only be controlled by the FIA Standard ECU and must have a maximum transition time between the two fixed positions that does not exceed 400ms, measured from the instant at which the command to change mode is issued by the FIA Standard ECU until the position sensor, connected to the FIA Standard ECU, confirms that the commanded fixed position has been reached." This regulation aims to prevent sudden, destabilizing changes in aerodynamic balance. However, the FIA’s current investigation will likely delve deeper, scrutinizing whether mechanical compliance with the 400ms rule necessarily guarantees immediate and stable reattachment of airflow, which is critical for maintaining consistent downforce and vehicle control at extreme speeds.
The distinct nature of Verstappen’s two crashes – with Red Bull clarifying that the incidents at Spielberg and Silverstone were attributed to two different problems – underscores the complexity of these systems and the potential for varied failure modes. This situation has heightened the FIA’s resolve to engage directly with Ferrari and Red Bull, reviewing all relevant data and operational procedures in light of these recent events.
Only after this thorough review will the governing body determine if supplementary regulations or enhanced inspection protocols are necessary. This proactive stance is vital, especially if the current investigation reveals that Red Bull, despite adhering to all existing requirements, can still experience such potentially catastrophic failures. In the most extreme, albeit currently unlikely, scenario, the FIA possesses the authority to ban the rotating wing concept for the remainder of the current season or for the forthcoming 2027 regulations. However, sources close to the investigation suggest that such a drastic measure is not the immediate objective and is not currently on the cards.
The broader implications of this investigation extend beyond Red Bull and Ferrari. Other teams, notably McLaren, have also been actively developing their own versions of the rotating rear wing. McLaren brought a ‘McMacarena’ wing to the Austrian Grand Prix but opted against its use, deeming it not yet ready for competitive deployment, even in free practice sessions. The Woking-based team also chose not to run the new wing during the Silverstone sprint weekend, citing the specific format of the event. However, hints from McLaren suggest a potential on-track debut for their version in Belgium. Despite their development, Motorsport.com understands that the FIA’s current request for information is specifically limited to Ferrari and Red Bull, and does not, at this juncture, include McLaren.
As Formula 1 continues its relentless pursuit of technological innovation, the balance between performance gain and driver safety remains paramount. The FIA’s investigation into the rotating rear wings represents a critical juncture in the sport’s ongoing commitment to ensuring that cutting-edge aerodynamics do not inadvertently compromise the well-being of its elite competitors. The findings of this inquiry will undoubtedly shape the future regulatory landscape for active aerodynamic devices in F1, potentially influencing design freedoms and safety standards for seasons to come. The motorsport world will be keenly watching the developments ahead of the Spa-Francorchamps race, as teams navigate these technical and safety challenges.
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Author Profile
- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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