Why new suspicions about flexible floors started in Formula 1

It’s no wonder, then, that Red Bull team boss Christian Horner, whose team has dominated F1 2023 so far, has had to repeatedly dismiss any suggestion that his team’s struggles were linked to the new FIA stipulations on the wings.

His argument is supported by the fact that, with the flex wing estimated to be only around a tenth of a second around Singapore, the extent of Red Bull’s drop in pace indicated that other factors were at play, as the RB19 proved difficult to obtain. in the right configuration window around the Marina Bay circuit.

Furthermore, the consensus in the paddock was that the FIA’s focus on flex wings was not actually Red Bull, as it was others who had perhaps pushed the boundaries much further in this area. While it was easy to link a possible shake-up of the order in Singapore – some teams looked better than normal, others had fallen back – with the timing of the much-talked about technical directive (TD) on flexible wings, it was in fact another FIA document. This had gone unnoticed in recent weeks, fueling greater intrigue for the engineers.

Board games

At the same time that the FIA ​​published its TD on flexible wings (TD18) at the end of August, Autosport learned that it had also sent a revision of the famous TD39 presented during the 2022 Canadian Grand Prix, which originally aimed to bring the end of the porpoising.

One of the triggers for car porpoising was suspected to be the fact that teams were playing with flexible floors. This is why, since last year, new regulations have come into force regarding the rigidity of floors and the dimensions of boards.

The wildest theories of the time involved teams using movable skate models, which disappeared into the area of ​​the boards and therefore did not wear out when the car was driving close to the ground and therefore did not wear out when driving. beyond authorized tolerances.

This was possible because, at the time, only a small section of the skidpad was measured for compliance after racing.

However, to eradicate this practice, the FIA ​​said measures would be taken around 75% of the skate’s radius, preventing small areas from being protected.

The problem seemed to have gone away, but over the course of 2023 it appeared that teams were still playing in this area and continuing to push the limits with floor flexibility, as it is a key differentiator in performance.

The focus of this latest push seems to suggest that teams have shifted their focus from moving the skating block, to now focusing on the board which is the moving component, with teams exploiting a tolerance in the rules which allows the board to deviate slightly.

Article 3.15.8 of the F1 Technical Regulations states that: “The bodywork inside the RV-PLANK cannot deflect more than 2 mm at the two holes of the board at XF=1080 and no more of 2 mm at the rearmost hole, when the car, without a driver, is supported at these positions [for testing].”

It is suggested that this 2mm tolerance was not seen as a limitation by some teams, but as an opportunity to benefit from additional flexibility to contribute to performance gains.

One theory that emerged in Singapore was that this could allow the board and floor to be sucked in at high speeds thanks to this flexibility, providing a nice increase in downforce, while the skate blocks would remain static and out of the way and therefore run no risk. to be carried.

The skates were indeed disappearing as in 2022. But while at the time they were moved, this time, it was a board that surrounded them which was flexible.

If a team manipulated the ground in this way, it would mean that the board could in theory be worn out by running very close to the ground without risking damage to the pads for their post-race FIA ​​checks.

Stop bending

This potential exploitation of floor flexibility is the focus of the latest revisions to the TD39, with the FIA ​​stating in its updated documents that: “We have become aware of design details in the skid region… which aim to make the most of flexibility of the floor. rigidity allowed in these regions.

“While these designs may conform to the deflection requirements of 3.15.6 and 3.15.8, we would like to remind teams that designs must still conform to the relevant body dimensional constraints.”

Mercedes W14 floor detail

Photo by: Ronald Vording

Theories about moving boards gained credibility, with the FIA ​​reminding teams that there had to be a continuous surface on the reference plane.

He also added: “Designs should not use breaks in this surface to facilitate differences in vertical stiffness across the break or to facilitate differential movements across the break that lead to discontinuities in the surface. »

To ensure teams stop playing with tricks, the FIA ​​said certain designs must be banned along the “reference plane” – which is actually the plank. These were:

1. Gaps, cuts or butt joints in the reference plane near designated holes and/or pads.
2. Frequent or systematic damage, cracks or breaks in the surface of the reference plane or bodywork near the designated holes and/or pads.
3. Elastomeric materials or those very conforming to the reference plane.
4. Folded surfaces or bellows type seals, whether elastomeric or not.

Just as happened with the FIA’s latest flex wing affair, Singapore Grand Prix teams had to submit their CAD designs and FE analysis for the front guard block, along with drawings of any flex around the hole.

Shake up the grid

Any team that had to suddenly change their approach with their floor to fully comply with the new stipulations would face an obvious drop in performance, and would probably also have to relearn a lot about ride heights and where to position their floor in relation to the track.

But while Red Bull had a weekend where it seemed a little lost with the set-up, its rivals were not yet ready to believe it was anything more than a quirk of Singapore’s unique circuit. And Horner made it clear how much his team has changed its car from TDs. “Zero,” he said.

McLaren boss Andrea Stella was skeptical that TDs were a factor in what happened to Red Bull, as he said his drop in pace outweighed anything to do with wing flexibility demands and of the floor.

“I don’t know if Red Bull was affected by the TD or not,” he said. “But I would say that even if there was an effect, that effect would not be as large as the performance deficit that meant they were out of the third quarter. I therefore exclude that this is the only reason: if it is a reason at all. »

Sergio Pérez, Red Bull Racing RB19

Photo by: Red Bull Content Pool

For Mercedes, whose own team suffered a massive drop in performance in 2015 with a dominant car in Singapore, the reality is that the Marina Bay circuit can be a bit of an outlier when it comes to delivering surprises.

Speaking after qualifying about whether he thought Red Bull had been hurt by the TDs, Mercedes boss Toto Wolff said: “We went to Singapore with a dominant car and we weren’t able to perform.

“But it’s so difficult. We now have a dataset [the Singapore GP] and then we move on to a totally different track where that plays a role. So let’s wait. »

Teams are now looking forward to seeing what happens in Japan this weekend, with the Suzuka circuit the perfect place to better see the true impact of TDs on the form of the cars on the grid.

A return to the status quo we saw for much of the season would serve to draw a firm line against rumors that all teams were operating in a gray area with their wings and floors to gain an unfair advantage.

But if F1’s schedule remains as shaken as in Singapore, expect the intrigue to kick into high gear.

It’s no wonder, then, that Red Bull team boss Christian Horner, whose team has dominated F1 2023 so far, has had to repeatedly dismiss any suggestion that his team’s struggles were linked to the new FIA stipulations on the wings.

His argument is supported by the fact that, with the flex wing estimated to be only around a tenth of a second around Singapore, the extent of Red Bull’s drop in pace indicated that other factors were at play, as the RB19 proved difficult to obtain. in the right configuration window around the Marina Bay circuit.

Furthermore, the consensus in the paddock was that the FIA’s focus on flex wings was not actually Red Bull, as it was others who had perhaps pushed the boundaries much further in this area. While it was easy to link a possible shake-up of the order in Singapore – some teams looked better than normal, others had fallen back – with the timing of the much-talked about technical directive (TD) on flexible wings, it was in fact another FIA document. This had gone unnoticed in recent weeks, fueling greater intrigue for the engineers.

Board games

At the same time that the FIA ​​published its TD on flexible wings (TD18) at the end of August, Autosport learned that it had also sent a revision of the famous TD39 presented during the 2022 Canadian Grand Prix, which originally aimed to bring the end of the porpoising.

One of the triggers for car porpoising was suspected to be the fact that teams were playing with flexible floors. This is why, since last year, new regulations have come into force regarding the rigidity of floors and the dimensions of boards.

The wildest theories of the time involved teams using movable skate models, which disappeared into the area of ​​the boards and therefore did not wear out when the car was driving close to the ground and therefore did not wear out when driving. beyond authorized tolerances.

This was possible because, at the time, only a small section of the skidpad was measured for compliance after racing.

However, to eradicate this practice, the FIA ​​said measures would be taken around 75% of the skate’s radius, preventing small areas from being protected.

The problem seemed to have gone away, but over the course of 2023 it appeared that teams were still playing in this area and continuing to push the limits with floor flexibility, as it is a key differentiator in performance.

The focus of this latest push seems to suggest that teams have shifted their focus from moving the skating block, to now focusing on the board which is the moving component, with teams exploiting a tolerance in the rules which allows the board to deviate slightly.

Article 3.15.8 of the F1 Technical Regulations states that: “The bodywork inside the RV-PLANK cannot deflect more than 2 mm at the two holes of the board at XF=1080 and no more of 2 mm at the rearmost hole, when the car, without a driver, is supported at these positions [for testing].”

It is suggested that this 2mm tolerance was not seen as a limitation by some teams, but as an opportunity to benefit from additional flexibility to contribute to performance gains.

One theory that emerged in Singapore was that this could allow the board and floor to be sucked in at high speeds thanks to this flexibility, providing a nice increase in downforce, while the skate blocks would remain static and out of the way and therefore run no risk. to be carried.

The skates were indeed disappearing as in 2022. But while at the time they were moved, this time, it was a board that surrounded them which was flexible.

If a team manipulated the ground in this way, it would mean that the board could in theory be worn out by running very close to the ground without risking damage to the pads for their post-race FIA ​​checks.

Stop bending

This potential exploitation of floor flexibility is the focus of the latest revisions to the TD39, with the FIA ​​stating in its updated documents that: “We have become aware of design details in the skid region… which aim to make the most of flexibility of the floor. rigidity allowed in these regions.

“While these designs may conform to the deflection requirements of 3.15.6 and 3.15.8, we would like to remind teams that designs must still conform to the relevant body dimensional constraints.”

Mercedes W14 floor detail

Photo by: Ronald Vording

Theories about moving boards gained credibility, with the FIA ​​reminding teams that there had to be a continuous surface on the reference plane.

He also added: “Designs should not use breaks in this surface to facilitate differences in vertical stiffness across the break or to facilitate differential movements across the break that lead to discontinuities in the surface. »

To ensure teams stop playing with tricks, the FIA ​​said certain designs must be banned along the “reference plane” – which is actually the plank. These were:

1. Gaps, cuts or butt joints in the reference plane near designated holes and/or pads.
2. Frequent or systematic damage, cracks or breaks in the surface of the reference plane or bodywork near the designated holes and/or pads.
3. Elastomeric materials or those very conforming to the reference plane.
4. Folded surfaces or bellows type seals, whether elastomeric or not.

Just as happened with the FIA’s latest flex wing affair, Singapore Grand Prix teams had to submit their CAD designs and FE analysis for the front guard block, along with drawings of any flex around the hole.

Shake up the grid

Any team that had to suddenly change their approach with their floor to fully comply with the new stipulations would face an obvious drop in performance, and would probably also have to relearn a lot about ride heights and where to position their floor in relation to the track.

But while Red Bull had a weekend where it seemed a little lost with the set-up, its rivals were not yet ready to believe it was anything more than a quirk of Singapore’s unique circuit. And Horner made it clear how much his team has changed its car from TDs. “Zero,” he said.

McLaren boss Andrea Stella was skeptical that TDs were a factor in what happened to Red Bull, as he said his drop in pace outweighed anything to do with wing flexibility demands and of the floor.

“I don’t know if Red Bull was affected by the TD or not,” he said. “But I would say that even if there was an effect, that effect would not be as large as the performance deficit that meant they were out of the third quarter. I therefore exclude that this is the only reason: if it is a reason at all. »

Sergio Pérez, Red Bull Racing RB19

Photo by: Red Bull Content Pool

For Mercedes, whose own team suffered a massive drop in performance in 2015 with a dominant car in Singapore, the reality is that the Marina Bay circuit can be a bit of an outlier when it comes to delivering surprises.

Speaking after qualifying about whether he thought Red Bull had been hurt by the TDs, Mercedes boss Toto Wolff said: “We went to Singapore with a dominant car and we weren’t able to perform.

“But it’s so difficult. We now have a dataset [the Singapore GP] and then we move on to a totally different track where that plays a role. So let’s wait. »

Teams are now looking forward to seeing what happens in Japan this weekend, with the Suzuka circuit the perfect place to better see the true impact of TDs on the form of the cars on the grid.

A return to the status quo we saw for much of the season would serve to draw a firm line against rumors that all teams were operating in a gray area with their wings and floors to gain an unfair advantage.

But if F1’s schedule remains as shaken as in Singapore, expect the intrigue to kick into high gear.