Controversy hits Mercedes’ alleged two-phase front wing actuators

The issue surrounding Formula 1 compression ratios is not yet fully closed, and Mercedes is once again under scrutiny. While the FIA will clamp down on the high-profile compression ratio loophole from 1 June, a new area of discussion has opened up around the Silver Arrows’ front wing.

Instead of focussing on the AMG M17 E Performance power unit inside the W17, all eyes are now on the aerodynamics of the 2026 car’s front wing. After the Chinese Grand Prix, teams were required by regulation to make their designs public, allowing the FIA – as well as rival teams – to review the concepts developed on the new single-seaters. This same process occurs regularly through the season to ensure transparency on the grid. 

After this process, the Mercedes front wing raised several eyebrows on the grid. However, the team is not under investigation by the FIA for its movable front wing, which has been described as having a two-phase operating concept.

Instead, technical checks are being carried out as part of the ongoing development of the 2026 regulations and are currently under review. According to the FIA, aerodynamic characteristics of this kind fall within this category of assessment. 

The closing movement of the wing reportedly occurs in two stages: the first complies with the 400-millisecond limit set by the 2026 regulations, satisfying the sensor used to monitor movable aerodynamics. However, there is a second command – bringing the wing elements to full closure – and this extends the closing time beyond the 400-millisecond allowance.

The Mercedes W17’s front wing in special livery for Suzuka

Photo by: Mercedes GP Petronas Formula One Team

It is easy to find video clips online showing the activation of the Mercedes system and the operation of this “two-phase” wing, suggesting a possible irregularity on which the FIA will have to rule. The solution is believed to reduce the effect of the sudden forward load transfer just before braking, improving the car’s balance during the critical phase of corner entry.

The initial request for regulatory clarification was originally attributed to Ferrari by a report from Italian publication Autoracer. However, the Scuderia has denied this.

According to information available to Motorsport.com, the report is believed to have come from another team in the paddock, which remains anonymous for now. More details are expected ahead of this weekend’s grand prix at Suzuka.

It will be interesting to see how the paddock positions itself on this solution in Suzuka. The wing will still be used on the W17s of George Russell and Kimi Antonelli, as the FIA has pointed that this falls under the standard procedure where the FIA and the teams regularly engage with one another.

Collaboration and consensus are always the goal in matters such as this, with the FIA and teams in regular dialogue either individually or through the Sporting Advisory Committee, the Technical Advisory Committee, the F1 Commission or the PUAC.