Formula 1 has modified its fuel temperature rules and deflection test requirements as part of a series of changes made to the sporting and technical regulations approved by the FIA world motor sport council.
The fuel-related change comes as Aston Martin had to start the Miami Grand Prix from the pits thanks to the fuel being too hot and rivals’ suspicions that Red Bull had fuel temperature issues ahead of the Grand Prix. Spain Award. .
Previously, the rule simply stated that fuel intended for use in the car could not be more than 10°C below ambient temperature.
Now that Article 6.4.2 of the technical regulations has been revised, it means that in races where the ambient temperature is above 30°C, it will be allowed to have the fuel at 20°C, while ensuring that the fuel can only be at 10 °C. C below ambient on cooler runs.
Regulations now state that this will be measured by the primary fuel flow meter in each car.
Changes have also been made to the rear wing and wing deflection tests amid concerns about body flex.
The trailing edge of the rear wing is now allowed to deflect up to 3mm along the line of load application, whereas previously only 2mm was allowed. The load used in this test remains unchanged at 200N.
The change to the beam wing flexibility test is more substantial. Originally, this regulation (article 3.15.12) did not allow more than 5 mm of deflection under a load of 60 N.
The allowable deflection has now been changed to mean that no part of the beam flange assembly “may deflect more than 3mm when a load of 150N is applied to its trailing edge, typically the bottom surface of the member”. This load will be applied simultaneously in two places.
Markers should also be added to the rear wing to help monitor its deflection from on-board cameras.
There is also a modified test for the DRS slot gap, with a spherical gauge with a diameter of 85mm that does not allow passing between the two elements.
Another change that has been made to the technical regulations is to the rule of what is called “dangerous construction”.
Previously, it established that “the sports stewards may exclude a vehicle whose construction is considered dangerous.”
But now it has been changed to state that “the stewards can prohibit the participation of a vehicle whose construction is considered dangerous. If relevant information becomes apparent during a session, such decision can be applied with immediate effect.
Amid controversy over driver safety due to the cars’ violent vertical oscillations, this underscores the ability of stewards to take immediate action if they feel the car is not operating within acceptable parameters.
This is likely related to the intention to introduce a metric that prevents drivers from being subjected to a certain intensity of such oscillations, emphasizing that a car could be black flagged immediately.
The parc fermé rules have been changed, and it is allowed to change the components of the power unit to one of a newer specification.
There is also a new rule allowing teams to request repair of power unit components “in the form of a patch made of the same material or made of composite material, following damage or failure”.
This will only be accepted if it is “local and minimal” and can only be done temporarily.
Meanwhile, to improve visibility, the rear view mirror regulations have been modified to improve the shape of the mirror surface.
The sporting regulations were also changed to clarify car limitations for tire testing following question marks earlier this year.
The media schedule was changed as rumored, with driver press conferences moving back to Thursdays and now featuring 10 drivers.
The rules governing the choice of starting tires have been clarified after the confusion that occurred at the Monaco Grand Prix when race director Eduardo Freitas ordered all cars to use wet tires for the start of the safety car.
The rules now make this mandatory for both the start of the race and post-red flag restarts where more than one lap behind the pace car is required.
Finally, the WMSC received an update on the progress of the 2026 power unit regulations.
These will be finalized in the coming weeks and will be presented to the WMSC for ratification at its next meeting in September.