| Parameter | Dependencies | Weight / Value | Part of the Car | Part of the Race | Weather | Driver Performance | Track Surface | Dynamics |
|---|---|---|---|---|---|---|---|---|
| MGU-K Peak Power Output | 2026 PU regulations; speed taper (full to 290 km/h, then −5 kW/km/h, steeper from 340 km/h) | ~50% of total combined power (750 kW system) | Power Unit (MGU-K motor, gearbox) | Full race + qualifying; critical on 4 longest straights | Wet: reduced deployment; dry: full 350 kW | Driver selects deployment mode; Overtake Mode = full 350 kW to 337 km/h | N/A (electrical) | High-speed straight sections (Raffles Ave, pit straight) |
| MGU-K Recovery Limit | Braking zones; throttle position (super-clipping effect) | 9 MJ/lap (Singapore-specific); 8.5 MJ base + 0.5 MJ Overtake Mode | Brakes → MGU-K → Energy Store | Every lap; heaviest at Turns 7, 16, 1, 14 | Wet: reduced braking energy available | Driver braking intensity; late braking = more recovery | Bumpy street surface reduces braking consistency | 5/5 braking rating; 300→110 km/h at T7 and T14 |
| MGU-K Deployment Limit (per lap) | Energy Store SOC; recovery rate | 4 MJ burst per lap (≈11.5 s at full 350 kW) | Energy Store → MGU-K → drivetrain | 4 longest straights + slow corner exits (T5→T7, T13→T14, T15→T16, T19→T1) | Wet: software fix limits to 250 kW in reduced-power sectors | Driver manages via ERS deploy button; teams pre-map zones | N/A | Acceleration out of hairpins; ~60 s/lap under throttle |
| Energy Store SOC Change Cap | Recovery vs deployment balance per lap | Max 4 MJ/lap state-of-charge change | Battery (Energy Store) in PU | Every lap; acts as flow-through, not reservoir | Wet: lower recovery → lower SOC ceiling | Driver must not deplete early; "flow device" philosophy | N/A | Full lap energy budget management |
| Fuel Flow Limit | Engine RPM (>10,500 RPM threshold) | 100 kg/h | IC Engine fuel injection | Full race; determines total fuel mass | Wet: lower RPM = lower fuel burn | Driver throttle application; lift-and-coast saves fuel | N/A | High-RPM sections (straights); low-RPM (hairpins) burn less |
| Race Fuel Mass | Strategy (one-stop vs multi-stop); ERS deployment ratio | 110 kg max per race | Fuel tank (PU) | Start-to-finish; Singapore = high SC probability → start with less | Wet: lower consumption; dry: higher | Driver fuel management in final stints | N/A | Car weight affects balance and tyre wear throughout |
| Overtake Mode (replaces DRS) | Gap to car ahead ≤ 1 second; detection point | +0.5 MJ extra recovery + full 350 kW to 337 km/h | MGU-K + ECU logic | Any point in race where gap < 1 s; most effective at T7, T13, T14, T16 | Wet: gap harder to maintain; mode still active | Driver must be within 1 s; aggressive entry required | Bumps can break gap consistency | Primary overtaking aid; 4 zones on circuit |
| Active Aerodynamics (Straight Mode) | Designated zones (replaces DRS); no gap requirement | Front + rear wing flaps open in all cars simultaneously | Front wing, rear wing (aero surfaces) | 4 designated straight zones (after T5, T13, T14, T19) | Wet: reduced effect at lower speeds | Passive – all cars benefit equally | N/A | Top speed increase on straights; reduced downforce |
| Tyre Compound Selection | Track temperature; ambient humidity; degradation rate | C3 (Hard), C4 (Medium), C5 (Soft) – softest Pirelli range | Tyres (front + rear, 4 per car) | One-stop strategy dominant; Medium most common start (14/20 in 2025) | Wet: full-wet or intermediate; tropical rain common | Driver tyre management; aggressive driving increases degradation | 5/5 track evolution; bumpy street surface; high grip build-up | Thermal degradation significant; night race cools track slightly |
| Track Evolution | Amount of rubber laid; session order; ambient temp | 5/5 (maximum Pirelli rating) | Tyres ↔ track surface interface | Qualifying benefits most; race start on less-grippy surface | Wet: evolution irrelevant; surface changes grip entirely | Driver adapts line as grip increases | Grip builds significantly from FP1 to race | Affects cornering G-forces and braking stability |
| Braking Zones (Key) | Approach speed; tyre condition; surface grip | 5/5 braking rating; 300→110 km/h (T7, T14) | Brakes (carbon discs + calipers), tyres, suspension | Turns 7, 16, 1, 14 (heaviest); every corner | Wet: braking distance increases dramatically | Driver braking point selection; trail-braking technique | Bumps and camber changes affect brake balance | Most punishing circuit for brakes on calendar |
| Pit Lane Speed Limit | FIA regulation | 80 km/h (increased from 60 km/h) | N/A (regulatory) | Affects pit stop time delta → one-stop strategy favoured | Wet: same limit | N/A | N/A | Faster pit lane = shorter pit loss → one-stop viable |
| Wet Weather Software Fix | Track condition (wet/dry); low-RPM + 250 kW sector trigger | Emergency config prevents unintended power loss | ECU software (FIA standard unit) | Only if wet conditions during race/qualifying | Wet: fix MUST be active; dry: not engaged | N/A (automatic) | N/A | Prevents power loss bug in low-RPM + reduced-power sectors |
| Circuit Length / Corners | N/A (fixed layout) | 4.927 km; 19 corners; counterclockwise | Entire car (aero, suspension, brakes, tyres) | Full race (~62 laps) | Wet: same layout, different dynamics | Neck load (counterclockwise); physical fitness critical | Street circuit: kerbs, bumps, camber changes, narrow width | Short straights + heavy braking = high mechanical stress |
| Ambient Temperature / Humidity | Tropical climate; night race (lights on) | ~30°C ambient, ~80% humidity | Driver (physical), tyres (thermal), PU cooling | Full event (FP1 to race) | Rain: sudden tropical downpours; track dries slowly | Driver hydration, G-force tolerance, concentration | Surface temperature affects tyre operating window | Night race: track cools slightly vs daytime; heat soak in PU |
| ERS Deployment Mapping (Team Strategy) | Track topology; energy budget; tyre strategy | Pre-defined zones: T5→T7, T13→T14, T15→T16, T19→T1 | ECU software + MGU-K | Every lap; attack vs defend modes differ | Wet: reduced zones; lower power ceiling | Driver overrides in Overtake Mode; "attack" vs "manage" | N/A | Similar to Monaco: full deployment, low energy sensitivity to lap time |
| Safety Car Probability | Street circuit (narrow, barriers close); traffic density | High (one of highest on calendar) | N/A (strategic variable) | Any lap; affects fuel load at start | Wet: higher SC/VC probability | Driver must react quickly to SC deployment | Bumps + narrow track = higher incident risk | SC laps = "free" fuel saving; teams start lighter |