Renault's 2016-spec MGU-K | © F1i
ENERGY MANAGEMENT NOT GOING AWAY
There might be venues on the F1 calendar where the overall braking time is not enough to get 2MJ per lap. In that case, the MGU-H would need to complement the MGU-K in harvesting more energy at the exhaust, which is feasible in theory given the longer periods of full-throttle expected.
Still, this will call for a proficient MGU-H and above all a powerful, yet efficient, ICE. One may surmise then that engine manufacturers have factored in these new constraints and revised the dimensions of their turbocharger and MGU-H accordingly. To that end, they have benefitted from the much-maligned engine development token system being scrapped at the end of last year.
Energy saving is bound to retain a prominent role in 2017, despite F1 chiefs’ willingness to introduce faster, more aggressive-looking cars, while also removing engine management and fuel saving from the performance equation. But the sport has never been afraid of paradoxes…
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