A very fine exploitation of the engine regulations by Mercedes and Red Bull in qualifying is attracting the attention of the FIA, while Ferrari questions the legitimacy and consequences of this practice.
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An engine strategy used by Mercedes and Red Bull in qualifying has recently come to light, following several unusual incidents observed on track.
The principle is based on a specific exploitation of the rules governing the operation of the MGU-K, the kinetic energy recovery and deployment system. Normally, the power reduction of this system must be carried out progressively, in successive stages.
However, the two engine manufacturers have found a way to instantly cut the maximum deployment of the MGU-K at the end of a fast lap, rather than following this gradual decrease.
The objective is clear: to extend the phase of maximum electrical power as much as possible until the finish line, in order to optimize the lap time.
This approach does not change the total amount of energy allowed, but changes its distribution. By concentrating more power on a key portion of the lap, it can generate a marginal, but real, gain in performance.
A heavy technical trade-off: 60 seconds without electrical assistance
This exploitation is based on a regulation provision initially intended for emergency situations. This allows for an immediate reduction in MGU-K power, regardless of its magnitude.
But this possibility comes with a major constraint: a system lockout for 60 seconds. During this period, no electrical energy deployment is possible.
Under normal conditions, this penalty is a deterrent. But in qualifying, its impact is limited, as it occurs mainly during the cool-down lap following the fast lap.
It is precisely this window that Mercedes and Red Bull are exploiting.
Visible and problematic side effects on track
The incidents that occurred during testing in Japan highlighted the limits of this approach. Several drivers, including Kimi Antonelli and Max Verstappen, found themselves in great difficulty after their fast lap, as did Alex Albon, who was forced to stop on track.
“It’s like a bug when the engine speed drops too low and you don’t downshift fast enough”, explained Max Verstappen.
Technically, the situation is more complex. Once the MGU-K is deactivated, the internal combustion engine is left alone to provide the power. However, with the disappearance of the MGU-H on these new units, the turbochargers are more sensitive to drops in engine speed.
Without electrical assistance to compensate for the turbo lag, too great a drop in engine speed leads to an almost total loss of power.
This phenomenon is aggravated when the driver slows down significantly — for example to let another car pass — which can cause the engine speed and boost pressure to drop even further.
Under these conditions, regaining power becomes difficult and requires progressive re-acceleration to restart the turbo, a reaction that is not very intuitive for drivers.
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Ferrari annoyed by a new interpretation of the regulations
This situation is causing irritation for Ferrari, which sees it as an exploitation of the rules contrary to their spirit.
Without contesting the legality of the practice, the Scuderia wants clarifications on its long-term validity.
This dispute is part of a broader context of tensions between Ferrari and Mercedes regarding the interpretation of the engine regulations.
Ferrari notably believes that certain recent regulatory changes have indirectly favored Mercedes, particularly on start management, while its own technical choices have been constrained by a stricter reading of the rules. The Scuderia has also challenged Mercedes’ interpretation regarding the compression ratio.
In this context, this new optimization is perceived as an additional advantage granted to its rival.
The FIA attentive to a possible security issue
While the FIA currently considers this practice to be in compliance with the regulations, the events observed at Suzuka have caught its attention.
Sudden power losses, occurring in fast zones or during traffic phases, pose an obvious safety question.
Discussions took place with Mercedes after the incidents, and the German team reportedly chose not to continue using this engine mode for the rest of the Japanese weekend.
A limited gain against a potentially deterrent risk
In terms of performance, this optimization remains marginal and depends heavily on the track layout.
It is particularly relevant on circuits offering a long acceleration phase to the line, allowing for maximized energy deployment.
But its effectiveness must be balanced against its side effects, which are difficult to control and potentially penalizing.
Internally, some questions are already emerging as to the relevance of continuing its use, given the operational and safety risks.
At this stage, it is therefore not a decisive advantage, but an additional tool in the strategic arsenal of engine manufacturers — whose future will depend as much on its regulatory framework as on its technical mastery.
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