It is another facet of the sport that is closing to cut the bleeding of millions that manufacturers have year after year, in addition to giving them the necessary time for the arrival of the new power units in 2026.
However, suppliers are still expected to make improvements to the engines until the next regulation comes into force, so they have been working hard to extract as much performance as possible.
In this case, some components, such as the turbocharger, the MGU-H, the exhaust system, the engine oil and the used fuel, have priority. The deadline for any modification or update to any of the parts must be submitted to the FIA before the 2022 season begins, with a date set for March 1.
The MGU-K, energy storage and control electronics have a small extension, as they will be able to make changes until September 1. After this, only in extreme circumstances where one manufacturer is far behind the rest, they will have a margin to make updates.
Thus, the specifications for the power units will be immovable from this campaign until the end of 2025 .
Mercedes compressor and turbo detail
Engine development throughout the hybrid era has been intense, with all-new configurations delivered year after year in an effort to give customers the best possible mechanics.
Mercedes led the way from the start with its PU106A , which featured a split turbocharger arrangement that allowed it to house the MGU-H between the v’s of the ICE (internal combustion engine).
Undoubtedly, the arrangement had broad implications in terms of the relationship with the rest of the components required by the power unit, but it also required a much more complex MGU-H design to meet the forces that were necessary to cover more kilometers. .
Honda followed suit after landing at the Grand Circus a year later, and tried to keep the size as small as possible. Although it has made numerous changes to the turbocharger and layout of the MGU-H over this time, the turbocharger was at all times a split configuration.
Meanwhile, Ferrari and Renault have so far resisted the temptation to make the switch, but rumor has it that may not be the case in 2022, as this is the last year to modify the engine.
Both had to ensure that they would benefit from varying power unit parts without compromising reliability. This is where Ferrari has been quite astute, using the end of 2021 to test a new energy recovery system, putting components into Charles Leclerc’s car at the Russian Grand Prix, and Carlos Sainz ‘s for just one race. later in Turkey.
Waiting until the end of last season to include new parts in the car instead of doing it at the start of the course helped Ferrari to test in race conditions without risking part of their result, since they were more than assured of fourth place. and they were able to climb to third to the detriment of McLaren.
And if there had been a problem, it would have given him the opportunity to rectify it or alter the development schedule, as they could have made another change for the season that starts in Bahrain on March 20.
Honda , which already made a list of changes to the rest of the components that make up its power unit at the beginning of the year, also waited to roll out the new energy storage system.
Max Verstappen was the first of the Japanese-powered drivers to benefit from the upgrade, having it fitted to his RB16B starting at the Belgian Grand Prix. This was the second time that Honda had improved such a part during the hybrid era, and has forced the manufacturer to accelerate a project that took years to develop, and whose introduction was initially planned for 2022.
The close battle between Red Bull and Mercedes was the incentive that the Japanese needed to advance the arrival of the improvement, significantly increasing its energy efficiency and reducing weight, something that was key to the final decision.
Sergio Pérez’s Red Bull RB16B Battery
