Quote:
Originally Posted by MKSixer
Several years ago this post was 100% accurate. The change occurred with the advent of fixed modes from the Beginning of Quali to Race to end the alleged, "Party Mode", advantage Mercedes had.
The post is correct in that there is an engine manufacturers team assigned to each customer team to monitor the engine, it's utilization, and performance. These teams are in an advisory capacity and while the customer must REQUEST permission for certain things, having the engine manufacturer control what the customer team does with the engine, outside of safety or reliability concerns, is AGAINST the sporting code.
On slowing and speeding up certain cars...this is patently illegal. It has been illegal for quite a while to remotely control the performance of the Power Unit. Further, in the current sporting code, once an engine has been turned down during a race for whatever reason, it cannot be turned back up.
I fully understand why these and other myths are propagated about the PU based on this account which I'm providing from RaceFans about when Lotus ran the Mercedes Power Unit. It's fantastic:
https://www.racefans.net/2017/11/09/...ding-puncture/ |
Makes sense if the PU delegate turns down the power it’s a one way street. I believe PU Manufacturers should have ability to limit modes if conditions are not conducive, however this limitation creates a grey area for constructors to exploit.
For example, mclaren inlet temps measure 60C while Mercs measure 59C due to design differences. Merc PU delegates use this temp differential to keep Mclarens at Strat+ vs Strat++ for Mercs due to “reliability” or safety. Assuming the PU delegate discloses the rationale, how does the customer challenge the decision without the expertise. .
Suppose mclaren redesigns the inlet and matches the Mercs with temps, Merc PU delegates could very easily reference mileage concerns, vibration measurements, pneumatic levels, tire conditions, prior race temps etc. to keep mclaren at Strat+.
While customer teams have access to all power modes (consistent with the rules), the PU manufacturer establishes the criteria to qualify for power modes, such factors likely remain dynamic over the season
Customers are chasing the dragon here, and unlikely to achieve parity with limitless variable considerations.
It’s a no brainer for Merc PU delegates to turned up Williams mid season (post French GP) to collect PU run to failure data with virtually no podium risk for Merc (spa was the outlier). Additionally, this supports the Russell decision/bottas boot (look what he can in a Williams in jet mode), Williams gets opportunity for more points with no risk in the constructors battle against Alpha. It’s a win/win/win all around.