Monaco GP safety concerns key to major FIA decisions

In the first handful of races of the F1 season, it has been clear that the main issue related to the 50:50 power split between the internal combustion engine and the new, bigger batteries stemmed from the difficulty of harvesting enough energy to use on the straights, without being forced into lift-and-coast manoeuvres and, above all, being overwhelmed by very aggressive super-clipping.

Next week, the Monaco Grand Prix takes place, a track that is unique on the calendar, as its layout features frequent braking, thus conducive to energy harvesting, and short straights where the electric charge can be utilised.

This scenario, therefore, completely overturns the paradigm of current power units and places particular emphasis on the need to limit the use of electric power to the maximum available output, 350 kW, at significantly lower top speeds, precisely because of the lack of run-off areas, a characteristic of this track.

As is well known, for the Monaco Grand Prix, the FIA has decided that there will be no zone to activate the aerodynamic “Straight Mode”; consequently, the wings will have a fixed flap configuration based on the angle of attack adopted during setup, meaning there will be no deployment of drag-reduction systems on the front or rear wings.

However, the Federation considered that this measure would not have been sufficient from a safety standpoint if the same profile for using electric power had been maintained, given that it was nevertheless decided to keep Overtake Mode active to facilitate overtaking, which is notoriously rare in Monaco. 

Essentially, the FIA decided to impose a usage profile for the 350kW of electric power that decreases linearly starting at 200 km/h until it is exhausted at 300 km/h. In fact, the starting point from which the delivered electric power must decrease linearly until it is exhausted has been brought forward by 90 km/h compared to 290 km/h, as per the standard usage profile on other circuits.

However, as mentioned, the use of overtake mode is still permitted; that is, when activated, power delivery decreases less rapidly, from 350kW at 200 kph down to 150 kW at 300 kph, but from this point onward, the power reduction becomes even steeper, dropping to zero at 310 kph.

In essence, only during an overtaking manoeuvre will the cars be able to utilise 150 kW at 300 kph, but that power will drop to zero as soon as 310 kph is reached. 

Had the standard power usage profile been used with Overtake Mode, a sudden, linear drop in power only after 340 kph would have come into play, a speed that simulations indicated could be reached upon exiting the tunnel.

This would have enormous implications for safety during the subsequent braking zone at the Nouvelle chicane.