Monza is the most power sensitive track of the season. More than 70% of the lap is spent at full throttle, more than any circuit of the season.

ICE

  • There are four long periods of open throttle, each with an average of 13secs each. The first is the pit straight, followed by the run through the Curva Grande, then from the Lesmos to the Variante Ascari and finally from Ascari to the Parabolica.
  • The longest time the Renault Energy F1 will be at full throttle is the pit straight, which lasts 16 secs.
  • The power units will reach the highest top speed of the season in Monza. We could see as much as 360kph with DRS open, even higher than last year, which was recorded as 354kph in Qualifying without tow. The Red Bull - Renault of Daniel Ricciardo achieved 362kph last year in the race when overtaking and getting a second tow from the car ahead.
  • Despite the ICE being flat out for approx three quarters of the lap, fuel consumption per kilometre is relatively low compared to slower tracks. This is due in part to the short length of the track and to maintaining a constant speed throughout, but also due to the high average speed with low downforce package that reduces the time spent to complete the distance.
  • The ICE will consistently run in the upper end of the rev range, but strong acceleration is more important than the top speed as the car will cover more ground quicker.

Turbocharger

  • The long periods of wide open throttle generate a steady stream of exhaust gas. The energy available in the exhaust due to the high percentage of full throttle time means that the turbo will be at maximum speed for over 80% of the lap.
  • Tyre wear is a limiting factor to performance and strategy at this circuit. As such good low speed driveability is key to drive out of the chicanes. To achieve the desired boost target and ensure correct torque delivery from the PU. the turbo must be able to slow down and recover energy in the braking zone, plus avoid lag during the acceleration phase. This all needs to be done in less than six seconds, the time to go through the chicanes.

MGU-K

  • Despite the heavy braking for the three chicanes, the MGU-K is not significantly stressed in Monza. Each braking event is very short (under two seconds) and there are only three slow corners. In comparison to a corner-rich circuit such as Hungary, the MGU-K barely recovers the maximum energy allowed.
  • To compensate, the MGU-K recovers energy at partial throttle through overloading the ICE, although it will be difficult to harvest the max energy allowed by the regulations. The MGU-H will also feed the MGU-K down the straights.

MGU-H

  • The Parabolica and Lesmos are taken at partial throttle and provide the MGU-H with two opportunities to recharge the battery. The Parabolica is taken at a constant 180kph, delivering a steady stream of exhaust for the MGU-H.
  • The two Lesmos will also be taken at partial throttle. After Lesmo 1 the driver will step on the throttle and lift only slightly for the second Lesmo.
  • Otherwise the exhaust gases generated at full throttle will be used to harvest energy with the MGU-H at the end of the straights.

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