All wings warp. The extent of warping is one restriction which limits the fast side of the flight envelope.
Once aircraft designers realized that thick wings have less drag, they tried to build their wings as stiff as possible. Stiff wings allow to use airfoils with rear loading, will have higher flutter frequencies and keep their shape even when operating at high dynamic pressure.
Since the center of pressure moves chordwise on cambered airfoils depending on the angle of attack, any cambered wing will suffer from pitching moments around its axis of elasticity. This moment will twist the wing and change the incidence of the outer wing sections. A stiff wing will suffer less twisting and stay closer to its ideal aerodynamic shape. Add an aileron, and another twisting moment is added on top. Now the wing twists opposite to the aileron deflection! This can become so bad that most of the aileron's effectiveness is lost as the wing is warped in a way which counteracts the lift change of the aileron.
The X-53 research aircraft uses this effect with an array of leading and trailing edge devices to actively warp the wing in the desired direction. Using computer-controlled deflections of small but very effective control surfaces, it creates a desired deformation of the wing for roll control.
This can be compared to the effect a Flettner tab has on an aileron. The Flettner tab is a small control surface at the trailing edge of a larger control surface and is deflected by the pilot such that it moves the big control surface in opposite direction. It slightly reduces the effectiveness of the big control surface, but needs only a fraction of the stick force, thus helping to manually control big aircraft.
Since the active wing warping of the X-53 depends on the proper functioning of the FCS and an array of movable devices, each with its own failure mode, I would hesitate to see this as a clear advantage. It allows, however, to control the aircraft at high dynamic pressure with minimal drag penalties.