Ferrari boss Frederic Vasseur said the team lost out on “one or two months” developing a flexible front wing as it waited for Formula 1‘s governing body to deem such a device legal.
Teams had been pushing the boundaries of aero-elasticity with front wings coming into the summer break.
Mercedes and McLaren were reaping the benefits of flexible front wings in the lead-up to the Belgian Grand Prix, drawing concern from the likes of Ferrari and Red Bull.
The FIA stepped up its surveillance of flexi-wings at Spa-Francorchamps with video cameras on select machines.
However, despite repeated pressure from Ferrari and Red Bull to take action, no front wings were outlawed.
“There was frustration because at one stage we were waiting for the decision of the FIA when they installed the cameras [from Spa],” Vasseur told Motorsport.com.
“We were convinced that it will go for the ‘no go’. And it went for the ‘go’! So probably we lost one or two months.”
Ferrari made up for lost time, introducing its flexi-wing at the Singapore GP, prior to securing a 1-2 in the United States and a victory with Carlos Sainz in Mexico City.
Cost-cap prevented Ferrari from developing flexi-wing sooner
Vasseur conceded that cost-cap restrictions prevented Ferrari from developing a flexible front wing while it awaited the FIA’s verdict.
“It’s difficult because with the cost cap you have to make your choices,” he said.
“It means that if you are convinced that it won’t be allowed, and you have start to develop something, then it’s costing you a time in the wind tunnel. But it was our decision.”
The flexi-wing debate isn’t a closed case, however, with the FIA electing not to enforce restrictions in the short-term.
Upon giving McLaren and Mercedes the all-clear in September, the FIA wrote: “the front wing has been a challenging area throughout the years, because the aerodynamic loading patterns between different competitors varies and it is therefore difficult to find a load vector which will cover all types of front wing construction.
“Other areas of the car – including rear wing and floor edges – have much more consistent aerodynamic loading patterns across the grid, making for a more universal load-deflection test.
“The FIA has the right to introduce new tests if irregularities are suspected. There are no plans for any short-term measures, but we are evaluating the situation with the medium and long-term in mind.”
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