F1's obvious budget engine solution

Ever since the new 1.6-litre turbocharged V6 with added ERS engines were introduced at the start of 2014, there has been controversy about whether this is the right direction for Formula 1.

Now the idea of an alternative, budget engine has been tabled, with lots of talk about it over the Mexican Grand Prix weekend.

I am fully in favour of it, otherwise we are going to end up with very small grids. It's all well and good the big manufacturers spending megabucks to produce this new technology, but the majority of the grid is made up of independents.

And it's the independent teams that are the backbone of F1, for they can be relied upon to be there year-in, year-out. The manufacturers are always only a boardroom decision away from walking.

Red Bull's F1 future is not yet secure © LAT

If the FIA and Bernie Ecclestone are serious about an alternative engine, then there is a very simple solution...

Why not introduce a normally aspirated V8 engine with KERS? This will fulfil many requirements. The cost will be substantially less, the rpm can be altered to match the power output of the current power unit package with full electrical assistance, and we would get back to that noise that made us fall in love with F1.

Renault enjoyed a lot of success in the V8 era, and it probably has a few engines knocking around that it could supply to someone such as Cosworth to get the ball rolling. Cosworth could then get on with producing new ones from Renault's design.

I wonder how many teams would jump ship and join the normally-aspirated brigade. I'm pretty sure Red Bull would be the first knocking on the door to use the engine that powered it to so much success in the previous F1 rules cycle.

Red Bull owner Dietrich Mateschitz claims "we won't get any of the existing powertrains", and his team principal Christian Horner has said "maybe there's something else" on the table. Perhaps this could be it?

The FIA's bombshell about introducing an alternative engine for the teams that are struggling has got the big boys a bit worried. But something has to be done.

The engine manufacturers went into this new regulation phase with their eyes open. With regard to costs, they either tried to pull a fast one over the FIA, or they were naïve enough to head into a project of this size without any idea of costs.

Toto Wolff has himself said that Mercedes is losing money supplying engines to customers. If that's really the case, then the manufacturers' business models are not sustainable.

On the subject of engines, we heard a lot over the weekend about the air density in Mexico City. In layman's terms, this is thinner air. The higher you go, the thinner the air. So what happens with this current power unit package when we get to altitude?

Well, it proves the old saying that size really does matter.

FIA president Todt (right) is at odds with the manufacturers over engine costs © LAT

Normally, with a turbo engine it will reach a certain rpm. And at this rpm, it will have a certain boost pressure. In the past, controlling the boost pressure used to be done with a wastegate - basically, a valve that opens at a pre-set boost pressure to release any excess exhaust gases. But the bigger the turbo, the more throttle lag there would be. Now, that has all changed.

With the new ERS technology, turbo lag is more or less non-existent. When the driver gets back on the throttle, you can use the MGU-H to spin the turbo up to the required rpm.

But, more importantly, the overboost control is achieved using the MGU-H.

The current engines will get to roughly 12,000rpm. At that rpm, the engine will be using the maximum fuel flow of 100kg/h. They will also have a certain boost pressure with this exhaust gas flow. To control that boost pressure, so as not to require any increase in fuel flow, the MGU-H will start to hold the turbo back. The bigger the turbo, the more the MGU-H has to work.

The harder the MGU-H works, the more electrical power can be made to charge up your battery. This is why Honda struggles to put the maximum charge into its battery packs. The turbo is not as big as Mercedes.

Then, in turn, if the battery has not got the maximum charge, then it cannot be deployed when most needed because you can't use what you haven't got. So they run out of grunt from the battery pack before the end of the straight.

In Mexico, everyone suffers from the same problem. The air is thinner, so Mercedes gets a little less from the MGU-H since it doesn't have as much excess exhaust gas flow to power the MGU-H. But then again, so do the others. So, basically, no matter what the altitude, it is basically a stalemate.

If you have got it as right as Mercedes has, then you've got it right, and if you are out to lunch like Honda, then you are still out to lunch.

I've got to finish off this week by tipping my hat to the standout performers in Mexico last weekend.

One week ago I was critical of Nico Rosberg and his inability to beat Lewis Hamilton, but congratulations to him for his victory.

He came back from the disappointment of Austin, which as a professional he should do. He withstood pressure from Hamilton throughout the weekend and came out on top of what can only be described as a battle of the titans.

The Mexican GP was a great event. A slippery track, lots of spectators showing great support firstly for motorsport and secondly for home hero Sergio Perez.

I am sure he would have wanted a better result, perhaps even a podium, but seventh and eighth for Force India is a great result. Following home cars from Mercedes, Williams and Ferrari is no easy feat, so a pat on the back for all involved.

That includes the grey-haired ex-Jordan personnel who have stuck with the team through some very trying times. Hopefully some of them remember the 1991 Mexican GP, which was actually the first race when I really realised we were racing with the big boys.

Jordan's second Mexican GP appearance didn't last very long with Yamaha engines © LAT

There are plenty still there. Sporting director Andy Stevenson was number two mechanic on Andrea de Cesaris's car with Nick Burrows, who is now responsible for factory car build. Phil Howell was on the other car and he's now in sub-assembly, and Paul Thompson, currently in R&D, was the windtunnel model man back then.

I remember watching our cars coming out of the Peraltada at the end of the lap. At over 180mph, it was something else to see the Jordans running fourth and fifth for a while - at least until Bertrand Gachot got a bit over-ambitious and spun out. But to see de Cesaris finish fourth in the end was tear jerking.

The following year was a very different story. We were using the Yamaha V12 engine, or, as it was more correctly called, Yamaha's version of a boat anchor. We actually qualified eighth with Mauricio Gugelmin, but on the way to the grid we lost the engines in all three cars with different problems but the same result.

We did take the start, but stopped very soon afterwards. So I know exactly how McLaren and Fernando Alonso feel. The Yamaha and the Honda engines are both the product of a similar corporate culture...

The race proves to Nico that he can do it. But one swallow does not make a summer and he needs to improve his consistency. He will also have to show over the next few races, and from the start of next season, that he has his elbows out and is not going to be Mister Nice Guy anymore.

If he can do that from the start of next season, he will be able to rattle Hamilton's cage. And we have seen in the past that this is when Lewis becomes vulnerable.