How much can the MGU-K recover per lap?

[Tommy Cookers]

the present K recovers both KE and thermodynamic ICE waste energy by hybrid action and stores fuel energy for later benefit
a front axle MG is attractive for drive but can only recover KE - so I should like it

an increase in total MG capacity is an increase in TC/ABS emulation driver aid effect

an MG via a front axle diff is potentially cheaper and simpler electrically ie road relevant because it's not shifting
ie the Tesla uses asynchronous 'motors' with open-loop control
so we might use common MG technology ie front and rear MG axle drive not MG crankshaft drive as presently

[AJI]

the present K recovers both KE and thermodynamic ICE waste energy by hybrid action and stores fuel energy for later benefit
a front axle MG is attractive for drive but can only recover KE - so I should like it

an increase in total MG capacity is an increase in TC/ABS emulation driver aid effect

an MG via a front axle diff is potentially cheaper and simpler electrically ie road relevant because it's not shifting
ie the Tesla uses asynchronous 'motors' with open-loop control
so we might use common MG technology ie front and rear MG axle drive not MG crankshaft drive as presently

I guess packaging is the main issue, so all the MG’s would have to be small, especially the front unit(s). On that, do you picture a single MG with a diff on each axle or a MG per driveshaft?

[Tommy Cookers]

single MG per axle

the FIA would surely demand the front wheels linked by a conventional driver-selected-preset LS diff as for the rear wheels
though amusingly such a linkage of the front wheels was tried c. 2000 in F1 and so this is at present banned

present and more traditional MGs inherent characteristic developing with wheelspin or locking is anti-spin and antilock
even present MG action via the FIA diff gives some anti-spin and anti-lock aid to the driver
MG action individually on front (or rear) wheels will inevitably lead to increased aid particularly in powering through corners

[AJI]

single MG per axle

the FIA would surely demand the front wheels linked by a conventional driver-selected-preset LS diff as for the rear wheels
though amusingly such a linkage of the front wheels was tried c. 2000 in F1 and so this is at present banned

present and more traditional MGs inherent characteristic developing with wheelspin or locking is anti-spin and antilock
even present MG action via the FIA diff gives some anti-spin and anti-lock aid to the driver
MG action individually on front (or rear) wheels will inevitably lead to increased aid particularly in powering through corners

I like the idea of a single MG per front wheel for TC/ABS and torque vectoring opportunities. Sure it would aid the driver, but only up to the point of the power that the MG would be capable of.