Due to its altitude of 2,240 metres, the Mexico City Grand Prix is characterised by a significant rarefaction of the air, which has a major impact on several factors.
With less air at this altitude than at sea level, the aerodynamics produce greatly reduced levels of drag, meaning Monaco-spec wings are often deployed for Monza-levels of downforce, whilst on the power unit side, there is a lower heat exchange and cooling with a substantial reduction in maximum power from the internal combustion engine.
Here, the turbo compensates at least in part for the loss of power of the ICE, and, in theory, a turbo with a larger diameter impeller should, on paper, be the best solution.
In reality, the experience of recent years has highlighted how even a smaller turbo plays a decisive role in Mexico City, and specifically, the Honda PU used by Red Bull and Racing Bulls.
Honda's power unit is characterised by a turbine with a slightly smaller diameter than its rivals, which is not ideal in racing conditions with such little air.
However, Honda's solution has the advantage of a faster response, reducing turbo lag. This is functional with hybrid PUs, as it allows for better management of the recharging phases of the battery.
As he seeks to take even more points out of championship leader Oscar Piastri, Max Verstappen, this weekend, in addition to having his RB21 revitalised in terms of competitiveness by the developments introduced at Monza and Singapore, can enjoy a power unit that allows him to harness electrical power throughout the circuit's long main straight.
This comes with the double benefit of not having to adopt charging modes around the lap, or a driving style which favours charging phases over maximum power delivery.
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