From this weekend’s Spanish Grand Prix onwards, the testing regime governing the front wings of Formula 1 cars will be toughened to reduce the amount of permitted flex under load.
 
Under Article 3.15.4 of F1’s technical regulations, the flap areas of the front wings may deflect under load by no more than 15mm. This is now being reduced to 10mm.
 
Aero-elasticity has been an occasional focus of intrigue since the 1990s. It’s impossible for a wing or similar area of bodywork to be infinitely rigid under the loads experienced at speed, so a degree of flex is inevitable.
 
Many teams have exploited – and continue to exploit – this by designing areas of bodywork to deform or flex under load in a relatively controlled manner, potentially cutting drag and enabling cars to achieve higher top speeds. Materials science has reached the stage where it is relatively straightforward to use finite element analysis to lay up the carbon-fibre sheets in a composite component in such a way that they achieve an optimum strength and weight, along with a predictable amount of flex.
 
As the current technical regulations mature and gains become harder to find, subtle tricks involving aero-elasticity have returned to the agenda and become the subject of frequent clampdowns by racing’s governing body. Last year there was a brouhaha surrounding McLaren’s rear wings, which rivals claimed were flexing in such a way that the gap between the two main planes increased slightly while at speed, cutting drag.
 
The FIA introduced new parameters and testing procedures to prevent this so-called ‘mini-DRS’, including high-definition onboard cameras to monitor the rear wings during practice. These were tightened up again before this year’s Chinese Grand Prix weekend; footage emerged of the McLaren rear wing appearing to flex during the season-opener in Australia, but FIA single-seater director Nikolas Tombazis had already decided on stricter measures during the pre-season test in Bahrain.
 
Changes to the front-wing testing regime were decided upon in January, though the introduction was delayed until the Spanish Grand Prix to give teams more time to adapt their designs in what is a highly complex area with potentially long lead times from concept through simulation to manufacture. It’s understood some teams – Red Bull being particularly vociferous – argued in favour of bringing in the new tests for the Emilia Romagna Grand Prix rather than Spain.

Franco Colapinto, Alpine

Photo by: Sam Bagnall / Motorsport Images via Getty Images

“This phased approach allows teams to adapt without the need to discard existing components unnecessarily,” explained the FIA.
 
“These adjustments are aimed at further refining our ability to monitor and enforce bodywork flexibility regulations, ensuring a level playing field for all competitors to promote fair and exciting racing.”
 
The key challenge with testing is that it’s impossible to measure wing flex while the car is moving. Instead a static load – in this case 1000 Newtons – is applied on both sides of the front wing simultaneously, and the areas under load must not deflect by more than 10mm. One Newton is the force required to make 1kg of mass accelerate in the direction of the applied force at a rate of one meter per second squared.
 
The smaller rear flaps are subjected to a 60-Newton load and may deflect by no more than 3mm at the outboard edge. This is to prevent too much flex being engineered into the so-called ‘fish plates’ which connect these wing elements to the main plane.
 
Naturally there has been much speculation and intrigue surrounding who might have been using such techniques, how much they have benefitted and how much they may be affected by the change in testing regulations. Red Bull have frequently and publicly pointed the finger at McLaren concerning wing flexibility; since the MCL39 has passed all the existing tests, Red Bull’s only recourse has been to share video footage on social media to keep the issue alive.

Kyle Larson is teaming up with Pato O’Ward on a 2022 ‘The Double’ attempt and the NASCAR star has been impressed with the IndyCar driver’s personality

Kyle Larson bluntly admitted that he and his Hendrick Motorsports teammates—Chase Elliott, William Byron, and Alex Bowman—are “pretty vanilla” compared to the vibrant personality of IndyCar sensation Pato O’Ward.

Larson was acquainted with a different racing environment while pursuing ‘The Double’ for the second consecutive year, and chatted with Express U.S. Sports about his experiences in both the Indy 500 and NASCAR’s Coca-Cola 600. Ultimately, it proved a tough day as he tried to make history, crashing out of both races.

The Coca-Cola 600 also proved a source of frustration for Elliott, who blamed himself, while William Byron was overtaken late on by Ross Chastain for the win and questioned Joey Logano’s driving and Denny Hamlin risked upsetting his Hendrick fans.

READ MORE: Jimmie Johnson had telling moment with Rick Hendrick before Kyle Larson crashREAD MORE: Indy 500 national anthem singer breaks silence after receiving backlash for performance

While Hendrick Motorsports is arguably NASCAR’s top team, Larson was candid about what is lacking among him and his colleagues. He praised his Arrows McLaren teammate O’Ward for his dynamic presence, suggesting that NASCAR could benefit from more personalities like him.

Speaking to the media before ‘The Double’, Larson said: “We’re all pretty vanilla at Hendrick. I feel like most of the IndyCar garage though has got good personalities. We need more guys like Pato in NASCAR.”

O’Ward’s personality was on full display after a disappointing Indy 500 result. He finished fourth and sounded off after the race, won by Alex Palou after he overtook Marcus Ericsson.

“Pretty c— race I would say,” O’Ward said on FOX Sports. “Just kinda sucks that it went down to – the switcheroo was for the last position of the race and Ericsson actually kinda choked there and let Palou by and just kind of … he just had to pedal it there. I don’t think it’s a finish anybody here woulda wanted to see.

“I just feel like there was a bunch of non-experience in the front of the restarts and some of those restarts were pathetic. Those were not of the level that we should be seeing at the Indy 500.

“It just felt like we were playing roulette in a casino and picking outside or inside and just depending on what everyone else was choosing you either got screwed or you made like 10 positions.”

He arrived quietly, without fanfare, letting other rookies soak up the spotlight. Isack Hadjar became a full-time Formula 1 driver without ever having won a junior championship – a fact he addresses in his own way: few words, carefully chosen, straight to the point.

“For a young driver, the most important thing is to impress. You can win a title, but if you don’t impress people, you’ll hardly achieve your goal.”

Hadjar did impress – enough to earn his place in F1 at the age of 20 and to quickly send another message to those who believed in him: Isack was worth the investment.

At the Monaco Grand Prix in 2021, Hadjar claimed a surprise victory in the Formula Regional support race after securing pole position. After the race, he returned to a small apartment he had rented for the weekend with his former manager.

“We had just walked in when my trainer said he got a call: ‘Helmut Marko wants to meet you.’ I told him to get lost – I thought he was joking. But he kept insisting, and I realised it was serious. I asked, ‘OK, when?’ and he said, ‘Now!’”

Unable to find a taxi, they ran on foot to Marko’s hotel. “We arrived completely soaked in sweat. Helmut was standing in the lobby. We sat down, and it was all very simple. He looked at me and said, ‘I’ll send you a contract. That’s it.’ At the time it felt strange, but I later understood – that’s how it works.”

Isack Hadjar, Racing Bulls, with Motorsport.com’s Roberto Chinchero

Photo by: Racing Bulls

From Faenza to the grid

Hadjar now lives in Faenza, close to the Racing Bulls team that welcomed him last winter. “I prefer it to Milton Keynes, but in reality I spend very little time at home. I left for Melbourne and didn’t come back until just before Imola. You go from race to race, and if there are a few free days, I usually spend them at the simulator in Milton Keynes.”

When he listens, Hadjar pays close attention. But when he speaks, his gaze drifts off – only to lock back in on his final sentence.

As he prepares for his first European race weekend as an F1 driver, there’s no sign of nerves. His Faenza flat is just 15km from the Imola circuit. He packs his backpack with care, checking twice that everything is in place – a sign of the precision and discipline that also show in his passion for judo, which he practises whenever possible. Once ready, he’s the one prompting others: “Shall we go?”

A story of dedication and roots

His parents are with him all the way. His father Yassine is a quantum physicist, his mother Randa is an HR director at a public company and helps manage Isack’s career. “My family is originally from Algeria. My parents came to France alone at 19 and built everything they have through hard work.”

Yassine is well respected in his field – and the formulae on the back of Isack’s helmet are a tribute to him.

Isack Hadjar’s helmet

Photo by: Red Bull Content Pool

“When I was five, he put me in a rental kart, and I found it terrifying. Two years later, he signed me up for a course outside Paris – one session every other Sunday. Eventually, the instructor told my dad, ‘Your son is good. You should buy him a kart and let him race.’”

But conditions applied for the budding karter Isack: “If you want to do something, you commit to it. But it was understood that I had to excel – otherwise they wouldn’t support what had become my dream.”

Initially, it was dad Yassine who came to the kart tracks. “He hates mechanics, but he became my mechanic just for me. Weekends at the track, long drives – he gave all his free time to me. Then, once I started getting results, things became more serious and my mother stepped in.”

Randa, with her strong professional network, helped raise the budget that allowed Isack to move into single-seaters.

Rising career, grounded mindset

It’s Randa who now follows him into the Imola paddock – always one step behind. It’s Thursday, media day. But Hadjar’s schedule began much earlier: simulator work on Tuesday, a team meeting in Faenza with Liam Lawson on Wednesday.

Between interviews, he checks his phone – not for social media, but for football clips, MMA highlights or junior category qualifying sessions. He’s a PSG fan, close friends with Fabio Quartararo and a devoted follower of many sports. Now that he’s an F1 driver, some of his dreams are coming true – but he’s staying firmly grounded.

Isack Hadjar

Photo by: Racing Bulls

“This is exactly what I dreamed of doing. The only difference is that dreams don’t include the less exciting parts – like the endless travel. When I was younger, my dad used to say: enjoy the days when you’re bored. I’d think, ‘What are you talking about? I want to race, play football, hang out with friends.’ But now I get it – I miss those quiet days at home. The schedule is relentless. Last week I got sick; I was totally wiped out.

“But when I’m in the car, especially in qualifying – Q1, Q2, Q3 – I love it. You know every tenth matters, and those are incredible moments.

“I wish I could live two lives – one where I’m just with the people I like, and one where I just race. But I know I can’t have both.”

The rookie who hates repetition

Friday is relatively light on media. But Saturday begins with a visit to the Paddock Club. Isack leaves hospitality, as always accompanied by his media minder Andrea Saveri, walking across the paddock with headphones on.

“I listen to French rap mostly – but it depends on the mood.”

At first glance, Hadjar may come off as restless. But spend time with him and it becomes clear: those movements are part of a self-regulation system, his way of zoning in and switching on – whether for driving or a technical briefing.

“I know how important the technical side is,” he says as he heads to the garage for qualifying. “It wasn’t easy at first, but now I enjoy that part of the job. I’ve realised how much of a difference you can make even outside the car. I know I have a lot of room to grow there.

“I try to use my head. My dad is a quantum physicist who studied his whole life – I hope I’ve inherited some of his abilities. And I’ve learned that when I’m on track, I’m not just pushing the car – I’m the primary sensor my engineers rely on.”

Isack Hadjar, Racing Bulls

Photo by: Erik Junius

There’s one thing Hadjar struggles with: repetition. “I hate it! If you make me do the same thing 200 times, I lose my mind. I like new challenges.”

There will be plenty of challenges ahead – but he’s laying strong foundations for an enduring career.

After qualifying at Imola, he doesn’t hide his frustration with P9 – and not even parental encouragement helps. “I could’ve been fifth…”

No phone call, no confirmation – just instinct

A few months ago, Hadjar wasn’t even in Formula 1. Now everything is moving fast. “Did I believe in it? Always! Otherwise, I wouldn’t have kept racing. I always believed – even in the worst moments.”

There’s even a funny detail – no one ever formally told Hadjar he’d be racing in F1 in 2025.

“I never got a call saying I’d be a Formula 1 driver. Let’s just say Helmut doesn’t like giving good news,” he laughs.

“No one ever said, ‘Good morning, Isack, you’re in F1 next year.’ Nothing like that. But obviously, I got the sense. Only when last season ended, and I was doing a simulator session in Milton Keynes, they told me: ‘Tomorrow, you’re going to Faenza.’ I asked why, and they said: ‘Don’t worry, see you tomorrow.’ It’s funny now – but back then, it kept me on edge.”

Even though the Imola race didn’t go his way – he dropped from sixth to ninth due to a poorly timed safety car – Hadjar’s stock continues to rise in the paddock.

“What I said about junior categories still holds true: you don’t always have a winning car, but I think there’s always an opportunity to show something impressive, something good. That’s what I’ve always relied on.

“But I know the time will come when only one thing matters: winning – and winning a lot.”

Isack Hadjar, Racing Bulls

Photo by: Racing Bulls

Ross Chastain made historic headlines in the NASCAR Cup Series’ Coca-Cola 600 on Sunday, by coming from the rear of the field to grab the win in a thrilling late duel with William Byron.

What will be lost to the record books, however, is that had it not been for some late misfortune, it might have been a different driver accomplishing a similar feat.

Carson Hocevar started 39th in the longest race of the Cup Series season, right alongside Chastain, and had just restarted on the front row to begin the fourth and final 100-lap stage when his engine went sour, taking him out of the running. Yet despite the heartbreaking result, it was just the breakout performance that the second-year driver and his Spire Motorsports team needed.

Carson Hocevar, Spire Motorsports slowly proving their place among the Cup Series elites

Spire has been a mainstay on the Cup Series grid since 2019, and even quickly registered a win to their name during the organization’s debut season with Justin Haley, although it might have been the most fortuitous win in NASCAR history. Overall, the team struggled to find competitive speed for several years, as well as a long-term face of the future to build around.

Enter Hocevar. At World Wide Technology Raceway at Gateway in 2023, the Michigan native earned a chance to make his Cup Series debut when Corey LaJoie, Spire Motorsports’ normal driver, got the nod to substitute for a suspended Chase Elliott at Hendrick Motorsports. At only age 20, Hocevar had nearly driven into the top 15 before a mechanical failure ended his race, and it was enough to parlay into a full-time rookie campaign the following season.

As a rookie, Hocevar finished 21st in points, giving Spire Motorsports their best ever points finish as an organization while beating Stewart-Haas Racing’s Josh Berry for Rookie of the Year honors in what many considered an upset victory due to SHR’s perceived organizational advantage.

Spire Motorsports went on to build upon that success with Hocevar by adding veteran Michael McDowell and bringing Haley back into the fold for 2025, and they have shown a noticeable uptick in speed, particularly in qualifying.

Hocevar and McDowell have both captured pole positions already through 13 races in 2025, but Spire Motorsports’ race pace still wasn’t quite there with the cream of the crop.

That changed on Sunday when, after a spin in qualifying, Hocevar methodically marched through the field and seemed to only get faster throughout the night. For a driver often criticized for his aggressive style of driving that has been known to border on recklessness, this was a massive step in the right direction.

Of course, through no fault of his own, Hocevar still couldn’t capture the finish he deserved. But if he and Spire Motorsports can build upon what they accomplished in the first 300 laps of NASCAR’s marathon event, it’s not a question of “if” he can score his first career Cup Series win without departing for a more established organization, but rather “when”.

Brown, 26, will drive Kaulig’s No. 13 Chevrolet in the race, joining teammates A.J. Allmendinger and Ty Dillon. He earned five wins and 19 podium finishes during his Repco Supercars Championship season in 2024. It was the first time in 40 years that a driver earned a podium finish in every round of the championship.

Brown’s No. 13 Kaulig Racing Chevrolet will feature support from MobileX, a long-time partner of his, as well as Shaw and Patners Financial Services. Additional partners include QuadLock, KMC Wheels, Direct Plasterboard Outlet (DPO), Complete Parts & Equipment Solutions, Southern Cross Truck Rentals (SCTR), Wurth, Supercars Championship Repco, Xpress Fleet (XF) and Leaf Filter Gutter Protection.