Ulrich Baretzky
to use the technology already implemented via the hybrid flywheel system that has proved to be so effective, but by having a weight penalty that would have put all three cars at risk of being way off the pace, it was not an option. Baretzky however did mention in conversation about the fact that he is in favour of the new Power Units that inhabit Formula One, as he said, “they really sound nice. You can hear that it a race engine, but the good thing is now you can talk during the race. A lot of people are happy because they can also have conversations, because beforehand, you couldn’t do it because everyone was deaf.”
As the saying goes, “If it ain’t broke, don’t fix it,” it rang true and made Audi decide to run in the lowest category of the LMP1-H as a result. The fuel sensors that are currently being used by the F1 teams are also being supplied to the LMP1 works outfits, which begs another question: Is it feasible to use the same tech in the WEC, which according to the F1 regulations, is not 100 percent accurate?
It is a question that could also factor into many other aspects, as the issues with the hybrid systems becoming that much more advanced that any team in the top tier, could affect the survival rate and traction issues that the drivers have suffered when something comes out of nowhere. It is still very early days for what is still to come, as the steep learning curve for a lot of people in the pit lane continues, with the drivers playing a major role when it comes to the feedback required.
Will there ever be a situation that will see efficiency be less restricted and give more works teams that chance to think about whether they would be interested in taking the fight to Audi, Toyota and Porsche? The first year of this new chapter could be the catalyst that could bring other teams that may be swayed to help the WEC flourish even further and help to bring out new talent along the road less travelled. But before you can run, you have to learn how to walk…