Fair point - the longer full deployment duration should be something than can be observed by other teams. It would be difficult to understand where the extra energy is coming from since it is always a complex combination of H recovery, and K recovery under braking and part throttle operation. I imagine it would be equally difficult to distinguish between K and H (wastegate open) deployment.henry wrote: ↑26 Aug 2020, 22:43Perhaps there in differences in how long the MGU-Ks can be run at high power. During a qualification lap, if they are maximising ERS use, the K will need to run at max power for around 50+seconds as well as most of the rest of the lap at whatever the H can deliver. They are very seldom not in operation. This is quite a lot more than race duty, maybe half the energy throughput. If they size cooling for race duty they might need to work hard to get the K to cope with the qualification duty cycle.
Actually in the Andy Cowell interview zibby posted he did hint at the fact that deployment tapers off as the car travels further down the straight after the initial corner exit phase. As you have noted this does make perfect sense since it is highly inefficient to use full deployment towards the end of the straight. I imagine this tapered deployment is a combination of reducing K output while gradually/partially closing the wastegates and also reducing H output. However I don't see how anyone observing the car speed trace could infer the distinct K and H contributions.
With the qualy mode ban I wonder if teams will now try to also use a high output ICE setting for the start of the straight that tapers off in line with the electrical deployment. Say instead of using 5 laps in qualy mode teams now do 2 second squirts at the start of straight every lap. Whoever has the most powerful and longer squirt will have the biggest advantage.