![]() ![]() Firman hit the barrier before slamming into the tyre wall and was thankfully unhurt.įlexible wings are nothing new in F1. You’d have to think about slowing down without hitting the brake pedal, turning into the corner or doing anything dramatic with the steering wheel. The rear of the car becomes so light that you have to be careful not to do anything with it otherwise the car will spin. This loss of rear load allows the car to then tip up and the first thing a driver feels in this situation is almost as if the car has found 1,000 extra horsepower. When that suddenly disappears with a wing failure, the rear of the car becomes very light because the front is still creating its own downforce. Coming up to the final chicane in Montreal at over 300km/h, a rear wing would be generating around 1,000kg of downforce. 60 per cent of the total downforce on these cars comes from the rear. When a rear wing fails it is usually at high speed and is very dramatic. ![]() The driver is a passenger when that happens the car is in the hands of the gods. That was owing to a structural failure in the beam wing that supported the main wing at the time. It happened to me once during my time in Formula One to Ralph Firman’s Jordan in the 2003 Hungarian Grand Prix practice. The big worry when you see things like this is a rear wing failure. The movement was probably not an integral or intended part of the Alpine design – it was likely down to a component failure. Lando Norris, who was directly behind him, made his comments known on the radio: “If this falls off and hits someone it’s going to be extremely bad.” Towards the end of the Canadian Grand Prix we saw the rear wing on Esteban Ocon’s Alpine wobbling enormously. ![]()
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