garrett wrote: ↑06 Jul 2021, 09:26
Interesting choice of an angle, presumably just for packaging reasons?
Maybe that 120 version could play a distinct role if the MGU-H is abolished, which seems to be very likely to happen?
If the MGU-H would be abolished, why not the turbo(s) as well?
A peppy NA motor (even if it was just a little 1.6L V6) could be supplemented by front and rear electric regeneration, a large battery pack (say 40-60 kWh?) and unrestricted electric power.
Jolle wrote: ↑06 Jul 2021, 10:41
I don’t see them stepping away from the H unit.
It also makes it too difficult for Gibson, AER and others to supply independent F1 power units. Surely
competitive independent units from Red Bull and others has to be fundamental to the
2025 PU regulations?
Perhaps a modular approach where the naturally-aspirated ICE and ERS are separate modules, both with cost-cap customer prices, and suppliers of ICE and ERS respectively must be willing to supply the
whole field when requested. To remove the unfortunate situation of Red Bull being unable to obtain Mercedes power units.
NL_Fer wrote: ↑06 Jul 2021, 13:18
The electric part would remain very small without the mgu-h. Exhaust recovery is much larger than brake recovery at the moment.
Interesting. How about the notion of a pre-charged 150-250 kWh battery that would slowly be used throughout the entire 305km Grand Prix? I imagine a 1500-1800kg minimum weight should make this feasible -- making Grand Prix cars a true plug-in hybrid?
The ICE would top up the power output to 1000hp, or 2000hp to account for the increased weight.
Wouldn't that be a better step towards proper hybridisation and increased road-relevant electrification? It is typical for road going electric performance cars to have such kerb weighs, so why not a Grand Prix car as well?
Or how about a maximum battery pack weight of 300-500kg (and unlimited electric power), so it would be up to the teams or suppliers to get the energy density as high as possible?