\n<\/p>\n
Nevertheless, there is an ongoing debate in F1 as to whether the new cars have moved the sport too far away from the purity of the driving challenge, and some think changes could be made to reduce the levels of energy management.<\/p>\n
At the moment, the rate of energy recovery with the ‘super clip’ – frankly, jargon that would be better kept away from public consumption because of the potential for confusion – can be done at a maximum of 250kw.<\/p>\n
But the engines are capable of recovering energy at 350kw, and do so when a driver has lifted off the throttle. So why not let them do that when flat out?<\/p>\n
Another proposal is to reduce the output of the electrical part of the engine, currently limited to 350kw (470bhp), to about 300kw (402bhp) or even 250kw (335bhp). The idea being to cut overall power but allow it to be applied for longer, to make driving feel more natural.<\/p>\n
Going even further, some would wish to increase the amount of fuel the engine is allowed to use, and rebalance the ratio between the ICE and electrical, perhaps to 65:35 or 70:30.<\/p>\n
The opposing view is that these last two would require wholesale changes to the engine design and other aspects of the car such as gear ratios. Opponents also argue it would not have the effect required.<\/p>\n
A related problem is the new ‘overtake’ button. This replaces the drag reduction system (DRS) overtaking aid, which no longer exists because both front and rear wings open on the straights, part of a series of tweaks made as a consequence of the new engine formula.<\/p>\n
‘Overtake’ mode provides the drivers with electrical energy for longer. It does not create more power or, as DRS used to, more speed. As a result, overtaking is expected to be difficult.<\/p>\n
Herein lies another argument for reducing the electrical output to 300kw – then, the remaining 50kw could be used for overtake mode.<\/p>\n
An added complication is that the circuits all require different levels of energy management.<\/p>\n
In Bahrain, the above techniques were not really needed because there are a lot of braking phases into slow corners to recover energy in the standard way.<\/p>\n
But Albert Park, which hosts the season-opening Australian Grand Prix on 8 March, is an energy-starved circuit, and lift and coast and super clip are expected to be needed extensively, even in qualifying.<\/p>\n
Melbourne joins Saudi Arabia, Austria, Silverstone, Monza, Azerbaijan and Las Vegas among the worst circuits for energy – tracks with long straights but not much facility to recover in braking zones.<\/p>\n
The teams are in ongoing discussions about whether to take action, and if so, what form it should take, with governing body the FIA and F1.<\/p>\n
Stella says: “Definitely there could still be cases in which the driver needs to approach driving in what is not a common way – (where) we just drive as flat as possible, brake as late as possible, go as fast as possible in every corner.<\/p>\n
“When it comes to improving the balance between the regulations in their current format, and some other driving challenges, there is time to fix this.<\/p>\n
“For instance, there is a way of changing the way in which we deploy the electrical engine such that this requirement to do these special manoeuvres is reduced.<\/p>\n
“So there are things that can be done in the future, but I think we should monitor a little bit more in some other circuits (before deciding what to do).”<\/p>\n<\/div>\n