You are absolutely correct - thanks Wuzak.
Furthermore, the regulation you quoted makes it crystal clear that harvesting can be initiated by the control system without any additional input from the driver (eg brake pedal).
NO, Energy harvesting by MGU-K IN 2026 will 'not' be initiated by the driver 'not' using the brake pedal. The MGU-K recovers energy from the car's kinetic energy during braking and will be the sole method for energy recovery after the MGU-H is removed. New regulations allow for MGU-K to recover energy during cornering as well, which is a change from previous years, but the primary and most powerful energy recovery method will remain braking.
What mechanism is used to "recover energy during cornering"?
Could it be the part throttle rules quoted by Grunt apply?
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
''Regeneration at max throttle is not going to be allowed'' 100%, and not even while the driver is on throttle, because when driver is on throttle, the car is accelerating, This, regardless the down-voting I got and regardless the tables with complicated numbers that has been pushed out.
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
Read the quoted rules at the top of the page maybe.
You are absolutely correct - thanks Wuzak.
Furthermore, the regulation you quoted makes it crystal clear that harvesting can be initiated by the control system without any additional input from the driver (eg brake pedal).
NO, Energy harvesting by MGU-K IN 2026 will 'not' be initiated by the driver 'not' using the brake pedal. The MGU-K recovers energy from the car's kinetic energy during braking and will be the sole method for energy recovery after the MGU-H is removed. New regulations allow for MGU-K to recover energy during cornering as well, which is a change from previous years, but the primary and most powerful energy recovery method will remain braking.
What mechanism is used to "recover energy during cornering"?
Could it be the part throttle rules quoted by Grunt apply?
I have explained more than once the new for 2026 rules allowing energy recovery when cornering, It seems these recovery when cornering are new, meaning this mode was not there before. Anyhow, once again: New regulations allow for MGU-K to recover energy during cornering, which is a change from previous years, this mode will happen by special maps, which triggers MGU-K into harvesting, even when driver lifts off throttle or is slightly using the brake pedal, these maps will increase engine revs (rpm) during this harvesting mode.
NO, Energy harvesting by MGU-K IN 2026 will 'not' be initiated by the driver 'not' using the brake pedal. The MGU-K recovers energy from the car's kinetic energy during braking and will be the sole method for energy recovery after the MGU-H is removed. New regulations allow for MGU-K to recover energy during cornering as well, which is a change from previous years, but the primary and most powerful energy recovery method will remain braking.
What mechanism is used to "recover energy during cornering"?
Could it be the part throttle rules quoted by Grunt apply?
I have explained more than once the new for 2026 rules allowing energy recovery when cornering, It seems these recovery when cornering are new, meaning this mode was not there before. Anyhow, once again: New regulations allow for MGU-K to recover energy during cornering, which is a change from previous years, this mode will happen by special maps, which triggers MGU-K into harvesting, even when driver lifts off throttle or is slightly using the brake pedal, these maps will increase engine revs (rpm) during this harvesting mode.
Why would the rpms increase when the driver lifts off/brushes the brakes and the MGUK is recovering energy?
What is the source of this "new for 2026 rules allowing energy recovery when cornering"?
Is it from the published rules? If so, which clause?
For what it's worth, here are the regulations that contain "corner", "corners" or "cornering".
C3.2.6 Fillet and Edge Radius
A “Fillet Radius” is formed by rounding an internal corner (included angle less than 180 degrees) with a concave surface by only adding material, whilst an “Edge Radius” is created by smoothing an external corner (included angle greater than 180 degrees) with a convex surface by only removing material.
C3.5.10 Floor Corner “Floor Corner” Bodywork is exempt from Article C3.2.4, but must:
a. lie in its entirety within RV-FLOOR-CORNER.
b. have up to 3 sections in any X-Plane.
c. have up to 4 sections in any Y-Plane.
d. have up to 2 sections in any Z-Plane.
g. Floor Corner.
Before trimming, the following must be discarded:
h. any Floor Fence remaining above Main Floor.
i. any Floor Board remaining below Main Floor.
j. any Floor Winglet remaining inboard of Floor Sidewall.
k. any Main Floor remaining within RV-FLOOR-CORNER.
C3.10.10 Front Wing Adjuster System
n. when commanded, switch to one of two fixed positions defined as follows:
i. a “Corner Mode” position, that conforms to a position defined in (k) and that remains identical following any Straight-Line Mode operation to its position beforehand.
ii. a “Straight-Line Mode” position that, when compared to the Corner Mode position, results in a decrease in incidence of FW Primary Flap and/or FW Secondary Flap. Furthermore, except when limited by a physical stop defined in (tu), the magnitude of decrease must always remain identical.
t. Except for a failure of the Front Wing Adjuster System, or during the transition between Corner Mode and Straight-Line Mode, FW Primary Flap and FW Secondary Flap can only have the two positions defined in (n).
v. The design is such that failure of the system will result in it returning to its Corner Mode position.
C3.11.6 Rear Wing Adjuster System
Any adjustment of RW Flap may only be controlled by the FIA Standard ECU and must:
c. when commanded, switch to one of two fixed positions defined as follows:
i. a “Corner Mode” position, that exactly conforms to the position of Rear Wing Profiles defined in Article C3.11.1 and that remains identical following any Straight-Line Mode operation to its position beforehand.
ii. a “Straight-Line Mode” position that, when compared to the Corner Mode position, results in a decrease in incidence of RW Flap. Furthermore, the magnitude of decrease must always remain identical.
g. Except for a failure of the Rear Wing Adjuster System, or during the transition between Corner Mode and Straight-Line Mode, RW Flap can only have the two positions defined in (c).
h. The design is such that failure of the system will result in RW Flap returning to its Corner Mode position.
C3.18.3 Front Wing Flap Flexibility
Any part of the trailing edge of either FW Primary Flap or FW Secondary Flap may deflect no more than 10mm, when measured along the loading axis, when a 60N point load is applied normal to the flap.
When tested, the flap must be in Cornering Mode.
C10.7.4 TPMS Sensor
Wheel rims and tyre pressure and temperature sensors should be marked according to the corner colouring and labelling scheme defined in the document FIA-F1-DOC-C024.
C12.6 Cockpit Padding
C12.6.1 Headrest
p. A quick release fixing which is clearly indicated at the front corner on each side of the car. No tape or similar material may be used to cover the forward fixings of the headrest.
C13.5 Side Impact Structure
C13.5.1 Side Impact Structure Specification
The following components may be placed in this volume;
....
Provided that;
i. The construction of any of the components is such that they would not, in the opinion of the FIA technical delegate, cause significant damage to the Survival Cell in the event of a lateral impact,
ii. Components of the oil and coolant systems and charge air cooling, electrical units and pneumatic pressure vessels are no closer than 20mm at any point to the closest impact structure,
iii. Electrical units and pneumatic vessels;
have a total volume that does not exceed 2 litres on each side of the Survival Cell,
have an individual assembly density of no more than 1500 kg/m3,
are orientated such that corners or edges are not likely to cause significant damage to the Survival Cell in the event of a lateral impact.
C14.2 Rear view mirrors
C14.2.2 The reflective surface of each mirror must satisfy the following conditions:
a. It must be contained within RV−MIROR−BODY and not be obstructed by the Mirror Body, either towards the driver or in the rearward direction.
b. Its four edges must project orthogonally onto the edges of a vertical rectangle which is 200mm wide and 50mm high (+2mm/−0mm for both dimensions), with a radius of up to 10mm applied to each corner.
d. When cut by any Z−Plane and before any radius is applied to the corners:
i. the normal to the curve at its inboard end must subtend an angle of between 24deg and 28deg to the X axis, pointing towards the Y=0 plane.
ii. the angle between normals to the curve at its inboard and outboard ends must be greater than 8 degrees.
For the avoidance of doubt, any non−reflective parts of the mirror must be contained within the Mirror Body.
APPENDIX C1: DEFINITIONS
PART A: DEFINITIONS UNDER F1 COMMISSION GOVERNANCE
“State of Deployment”: The State of Deployment is defined as starting when the adjustment of Bodywork away from its Corner Mode Position, defined by Articles C3.10.10 and C3.11.6 has been commanded by direct driver input and controlled by the FIA Standard ECU, and ending when the bodywork has returned to the same Corner Mode Position, having been disabled by the FIA Standard ECU.
4 Floor Body Reference Volume (RV-FLOOR-BODY)
4.4 Once the volume in §4.3 is fully defined, an Edge Radius of R200, applied to the external corner that lies on the X-Aligned axis through [Y, Z] = [250, 0].
10 Floor Corner Reference Volume (RV-FLOOR-CORNER) RV-FLOOR-CORNER is composed of the following elements:
10.3 Once the volume in §10.2 is fully defined, it must be trimmed with a plane passing through the following three points with all material outboard of the plane discarded.
a. [XF = 1100, 770, 50], [XR = −335, 700, 50], [XR = −335, 700, 100]
The fully defined volume in §10.3 is “RV-FLOOR-CORNER”.
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
Read the quoted rules at the top of the page maybe.
Tell me how a driver demands 218 kw halfway down the straight?
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
"Suddenly"?
The power may not be reduced at a rate greater than 100kW/s for most tracks, and 50kW/s for tracks with a large amount of full throttle running.
For the former it will be reduced from 0kW to -250kW in 2.5s, the latter 5s.
This will happen at the end of straights,leading into the braking zone.
Also, can you explain why the rules allow for a maximum reduction of 600kW when the driver is at full throttle, and that the MGUK must remain above -250kW when at full throttle?
These are explicitly stated in the regulations, as shown many times.
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
Read the quoted rules at the top of the page maybe.
I dont think rules allow harvesting at full throttle.
The car at full throttle with with 450kw ICE power to the wheels travelling with the wings open at over 340kph, suddenly drops to 200kw to the wheels (because as per some posts above) and 250kw to the generator will cause a sudden drop in speed. This is enough for the car behind to slam straight into the back of the car.
The engineers would have made some stupid map that would have shown in sim to generate, top up and deploy at the exit to be faster than defending on the straight, similar to the DRS games Max and Charles were playing in the beginning of 2022 season.
Regen at max throttle is not going to be allowed.
Read the quoted rules at the top of the page maybe.
Tell me how a driver demands 218 kw halfway down the straight?
Software regulates the maximum power demand, same way it does now with deployment.
Actually I think the guy who posted before used an old set of the regulations. The most recent edition I can find stipulates the following:
5.14.8 The driver maximum power demand must not be reduced at any greater than the rates defined
below:
a) 50kW in any 1s period at Competitions where the FIA determines that the power
limited distance exceeds 3500m. These Competitions and the vehicle fundamentals
used for the calculation of the power limited distance may be found in the Appendix
to the Technical and Sporting Regulations.
b) 100kW in any 1s period at all other Competitions. Furthermore, the total power reduction is limited to a maximum of 450kW and the resulting
electrical DC power of the ERS‐K must remain above ‐100kW.
In other words, full throttle harvesting will be available but limited to -100kW.
