Remember it took Mercedes 30% longer to solve this issue. 30% more resources, 30% more lead time. It isn't easy to solve these things, engineering challenges always exist when designing from scratch. Things which end up being amateur mistakes often go unchecked even with professional engineering firms. Hindsight is 20/20 just like this year.subcritical71 wrote: ↑Mon Jan 06, 2020 6:46 pm
Do you remember how McLaren was at odds with Honda's reluctance to seek outside help? What were they supposed to do, ask Mercedes how they did it? That wouldn't be fair to Mercedes, wouldn't be fair to the competition. The Japanese do have concepts of honor and responsibility. If either of the other two manufacturers do go split turbo, Ferrari has the best knowhow, and resources to make it happen on their own. Renault is stretched thin and if Ferrari goes split turbo(BIG IF), it would only be a matter of time before Renault follows suit.
Then it would be obvious that FIA would step in and make parts standard facilitating the change, which would make transitioning much easier and cheaper for Renault, by letting them bypass all the engineering and resources it took to solve the MGU-H shaft problem. This also goes for any manufacturer that may be tempted to join.
I feel that Honda is mulling this over as they consider 2021 and beyond. Because like it or not, Honda and Mercedes would rather all that IP not be standardized and shared freely, but at the same time having a standardized layout would reduce prices. Perhaps some financial negotiations are at play.