FIA：F1“马卡雷纳”尾翼将保留，红牛需做更多工作
FIA单座赛车主管尼古拉斯·通巴西斯表示，FIA对旋转式“马卡雷纳”尾翼的整体概念没有异议，不会干预；但在维斯塔潘连续两场撞车后，FIA与红牛进行了沟通，红牛方面认为还需做更多工作。
FIA：F1的“马卡雷纳”尾翼将保留，但红牛不得不做“更多工作”
尼古拉斯·通巴西斯表示，FIA对整体概念没有异议，不会干预。但在马克斯·维斯塔潘连续两场撞车后，FIA与红牛进行了会谈。
2026年F1赛季前半段最引人注目的创新之一是旋转式尾翼，很快被法拉利车队负责人弗雷德里克·瓦塞尔戏称为“马卡雷纳”尾翼。
法拉利在冬季测试中率先推出这一概念，并凭借这一创新方案让包括迈凯伦在内的多个对手感到惊讶。
当时，红牛已经在幕后研发自己的版本。技术总监皮埃尔·瓦什强调，灵感并非来自法拉利，红牛的概念运作方式不同——事实确实如此，因为其旋转方向相反。
红牛只是没能在赛季开始前让旋转式尾翼完全投入使用，这意味着它首次使用是在迈阿密。
最初的几个比赛周末，法拉利和红牛的设计都没有出现问题，但在维斯塔潘于施皮尔伯格和银石连续两场撞车后，“马卡雷纳”尾翼受到了更多审视。
FIA随后向红牛和法拉利都索取了更多信息。这并非专门针对法拉利，而只是平等对待两支车队的方式，因为截至当时，它们是仅有的两支使用该概念参赛的车队。
此外，对FIA来说，完全理解两套系统的细节很重要，因为越来越多的车队正在研发自己的版本。迈凯伦已经测试了旋转式尾翼，并计划在“夏休期后最初几个比赛周末之一”投入使用。
尼古拉斯·通巴西斯表示，FIA乐于让这种新颖的尾翼留在F1。
FIA现已告知包括Autosport在内的部分媒体，不会对“马卡雷纳”尾翼的整体概念采取行动。
“当第一个这样的设计出现时，我们想确保它完全安全，”FIA单座赛车主管尼古拉斯·通巴西斯说。“这包括各种要求，比如在许多复杂系统和工程团队中部署所谓的FMEA分析，即失效模式分析。”
该评估不仅涉及规定的关闭时间，还涉及尾翼及赛车其余部分随后的行为——因为仅有关闭时间还不够，尾翼关闭后气流不会立即重新附着。
“我们进行了相当多的对话，以确保我们认为这些设计是安全的，”通巴西斯说。“主要是，我们想确保永远不会存在比如液压故障的风险，即尾翼保持打开、无法回到关闭位置。”
“此外，我们想确保它能在非常短的时间内完成动作。不会经历非常缓慢的运动，那样可能会让赛车失稳。”
这些讨论的结果是，整体概念被认为可以接受，尽管在红牛的情况下需要做一些额外工作。
法拉利是第一个将其180度尾翼带到赛道的车队。
据通巴西斯说，这并不意味着FIA正式告诉红牛做出改变，而是由瓦什领导的技术团队在这些讨论——以及合乎逻辑的撞车事件——的基础上意识到，还有更多功课要做。
“所以，我们一直在讨论这些事情，在这些讨论的基础上，红牛想做更多工作，”通巴西斯继续说道。
“我们没有专门告诉他们‘不，你们不能参赛’，但他们需要多做一点工作来确保安全，因为最终他们也希望自己的赛车是安全的。我认为没有人希望自己的赛车撞车。”
为解决这些问题——瓦什称这些问题是机械性质的——所做的额外工作，意味着红牛在比利时暂时不得不改用更常规的规格，之后维斯塔潘和伊萨克·哈贾尔才能在匈牙利再次使用旋转式尾翼。
英文原文
FIA: F1's Macarena wings to stay, but Red Bull had to do "more work"
Nikolas Tombazis says the FIA has no objections to the overall concept and will not intervene. However, it did hold talks with Red Bull following two consecutive crashes for Max Verstappen
One of the most eye-catching innovations of the first half of the 2026 Formula 1 season has been the rotating rear wing, quickly dubbed the Macarena wing by Ferrari team principal Frederic Vasseur.
Ferrari was the first to unveil the concept during winter testing and managed to surprise several rivals – including McLaren – with the innovative solution.
At that point, Red Bull was already working on its own version behind the scenes. Technical director Pierre Wache stressed that the inspiration had not come from Ferrari and that Red Bull's concept works differently, which is indeed the case as, among other things, it rotates in the opposite direction.
Red Bull simply did not manage to get its rotating wing fully operational in time for the start of the season, meaning it was first used in Miami.
The initial race weekends passed without problems for both the Ferrari and Red Bull designs, but the Macarena wings came under increased scrutiny following Verstappen's two consecutive crashes in Spielberg and Silverstone.
The FIA subsequently asked both Red Bull and Ferrari for additional information. That was not specifically directed at the Scuderia, but was simply a way of treating both teams equally, as they were the two outfits that had raced with the concept up to that point.
Moreover, it was important for the FIA to fully understand the specifics of both systems, as more and more teams are developing their own versions. McLaren has already tested a rotating wing and plans to race it during "one of the first weekends after the summer break".
Nikolas Tombazis says the FIA is happy for the novel wings to stay in F1
The FIA has now told a select group of media, including Autosport, that it will not take action against the overall Macarena wing concept.
"When the first such design appeared, we wanted to make sure that it is entirely safe," FIA single-seater director Nikolas Tombazis said. "And that consisted of various requirements, as in many complicated systems and engineering teams deploying what is called an FMEA analysis, which is failure mode."
That assessment was not only about the prescribed closing time, but also the subsequent behaviour of the wing and the rest of the car – as the closing time alone is not sufficient and the airflow does not immediately reattach after the wing closes.
"We went into quite a lot of dialogue to ensure that we felt that these designs were safe," Tombazis said. "Mainly, we wanted to be sure that there was never a risk of, let's say, a hydraulic failure, meaning that the wing is staying open and could not come back to a closed position.
"And also, we wanted to make sure that it does so in a very short amount of time. That it doesn't go through a very slow movement, which can then unsettle the car."
The outcome of those discussions is that the overall concept is considered acceptable, although some additional work was required in Red Bull's case.
Ferrari was the first to bring its 180 degree wing to the track
According to Tombazis, that does not mean the FIA formally told Red Bull to make changes, but rather that the technical team led by Wache realised on the basis of those discussions – and, logically, the crashes – that there was still more homework to be done.
"So, we have been discussing these things, and on the basis of those discussions Red Bull wanted to do some more work," Tombazis continued.
"We haven't specifically told them 'no, you cannot race it', but they needed to do a bit more work to be sure, because ultimately, they also want their car to be safe. I don't think anyone wants their car to be crashed."
That additional work to address the problems – which Wache said were mechanical in nature – meant Red Bull temporarily had to revert to a more conventional specification in Belgium, before the rotating rear wing could be used again by Verstappen and Isack Hadjar in Hungary.
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