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I was thinking more of, hypothetical scenario of target 75% E storage through formation lap, wait for start of 5 red light sequence (always fixed duration, from variable start in time) run ICE against "brake" generator, with output into E store to generate boost.mzso wrote: ↑23 Jan 2026, 21:01I think the wording is crystal clear. No using the K between starting and 50 km/h. But charging before start is fine.
Lithium batteries don't need warming to work normally. Not as long as they don't race in freezing temperatures.chipengineer wrote: ↑23 Jan 2026, 18:27Maybe to optimize the battery temperature. It might cool more than is desired since the last braking opportunity.
This is more interesting. However that might be hard to orchestrate, since the time to start is variable, and if the charge is fully I don't thin there's a practical, or legal way to run the K and use up the electricity.Farnborough wrote: ↑23 Jan 2026, 18:35There's potential (if it can be reconciled with regulations) to run the ICE against the generator as anti-lag to spool up the turbo immediately before clutch release at start, if there's storage capacity to do such.
Example of arrival at grid with % depleted battery target, then to run against generator in final seconds of 5 red lights to spool turbo prior to traction need.
Question is whether that power is needed below 50 k/mh at all. After that you have the K to fill in lag.
As long as the PU can be (legally) programmed to automatically have the K automatically generating at a standstill, and a different charging strategy for warm-up laps is also possible. As far as I know the driver can't adjust such things and I didn't hear of multiple engine modes coming back. Assuming you need the extra power below 50 km/h.Farnborough wrote: ↑23 Jan 2026, 21:11I was thinking more of, hypothetical scenario of target 75% E storage through formation lap, wait for start of 5 red light sequence (always fixed duration, from variable start in time) run ICE against "brake" generator, with output into E store to generate boost.
One if the controlling aspect of boost is that under no load, a ICE will require small throttle opening to say reach and maintain 7000 ram ...... as opposed to against a brake, at which it could potentially have the throttle at virtually full open, which will build maximum boost.
The thing is how do you do it ? I don't think it is possible.TeamKoolGreen wrote: ↑22 Jan 2026, 08:09https://autoracer.it...rezza-alla-fia/
A source reveals that increasing the compression ratio is considerable: “It can reach +6/7% of the ICE power, +3/4% overall PU.
“We all have the skills to do it, it's not allowed. The FIA must be able to check it almost in real time” Binotto.
As already revealed by AutoRacer , Audi is the team pushing hardest to check Brixworth's engine , and Mattia Binotto made no secret of this during his presentation: "If what they're talking about were actually true, the performance gap would be significant ," he admitted bluntly. Significant is exactly the right word, a term also used by another engine specialist well before Binotto spoke in the past few hours. As we've already reported , moving from a compression ratio of 16 to 18 would guarantee an advantage of more than 40 hp, with further benefits for the Power Unit in terms of efficiency, energy recovery, and other values that explain Binotto's strong concern. Audi Technical Director James Key also briefly commented on the matter. "I think it would be like bypassing the purpose of the regulations, which are somehow intended to control this area. We trust the FIA because no one wants to go through a season where someone has a significant advantage and there's no solution, since the Power Unit is homologated. We hope the FIA makes the right decision." With the FIA likely to fail to intervene very soon, the teams would have no choice but to protest in Australia, moving from words to action. However, it's not that easy: "You can protest if you know what you're protesting against," Mattia Binotto stated.
I saw a video in which Craig Scarborough said "fuel load for a race this year is down to 70kgs from the previous 100+" , and didn't know whether to believe him or not, since even though weight/drag are down from last regs, the energy for entire race has to come from fuel itself, and was left wondering whether the weight/drag will reduce so much.
Should be interesting then to see how much they load up with. I think they will be fuel burning at the end of the straight by harvesting the 350 kW whilst still on full throttle. I doubt 70 kg will be enough for the race to run like that.
it doesn't translate to around 70 kg per raceBorisTheBlade wrote: ↑24 Jan 2026, 20:39.. there is a limit of energy usage per hour. For a typical race that translates to around 70 kg of fuel and that is what Scarbs meant.
Could be fun if they ditch the energy max flow.Tommy Cookers wrote: ↑24 Jan 2026, 21:21it doesn't translate to around 70 kg per raceBorisTheBlade wrote: ↑24 Jan 2026, 20:39.. there is a limit of energy usage per hour. For a typical race that translates to around 70 kg of fuel and that is what Scarbs meant.
it translates to around 100 kg per race
the limit to what could be used
the heat rate per hour has been cut by 30% but the kg per heat rate has been raised eg by 15%