Bernie M.

Have been saying this since the start of the season. A near 50/50 split simply doesn't work when your only meaningful energy source is braking via the MGU-K. They won't go back to what we had before, so realistically you have to start looking at something closer to a 65/35 split as the upper limit of an MGU-K-focused formula. Anything beyond that becomes unsustainable from a sporting perspective unless you introduce another recovery mechanism. Too many competing interests from manufacturers, so I highly doubt we settle on a device or mechanism to harvest energy from a secondary source. That's exactly how we ended up here in the first place. So to reduce superclipping you need more power available to accelerate the car after the MGU-K applies its negative torque at full ICE load to harvest energy. Fundamentally, it's a question of shifting the balance back toward the ICE. Simple as that. You also give the driver a bit more room to make a difference when optimal energy management is less important, which should be the priority in my opinion. That can be accomplished by decreasing the MGU-K peak power output, which is the most likely short-term solution. Alternatively, increase the ICE's power output by increasing fuel flow limits and other ICE performance restrictors. The latter is a long-term solution with a bucketload of consequences that are not feasible mid-season. You also want to avoid the cars getting much heavier in the process. I'm sure there are many other options, but I'm trying to keep in mind that these changes must be approved within the next few months in order to be ready for 2027.