Barcelona sits in the middle of the table for the demands placed on the PU, with only 70% of the track taken at full throttle.
The 1km long pit straight stresses the ICE for around 14secs, but its effects are mitigated by only short bursts of throttle round the rest of the 4.655km circuit.
The other period of significant full open throttle comes between Turns 9 and 10, where the ICE is giving its maximum for some 6secs.
Speeds on these two straights will peak at over 300kph with DRS closed, with the maximum speed being just over 325kph on the main straight with DRS open. Ultimate top speed will depend on the wind direction, however.
If there is a head wind, the top speed will be some 1-4kph lower than with a tail wind. Engineers work to offset the negative effect with minute aero adjustments since gear ratios cannot be changed. This nonetheless affects car balance as a compromise needs to be found; a strong tailwind down the main straight is less detrimental than a headwind.
Maintaining good driveability over the lap from the turbo is important as the circuit flows a lot better than the modern tracks visited so far. Turn 3, for instance, is taken almost flat out and the driver needs to be able to carry the speed through the corner.
Turn 10, the 70kph speed hairpin requires good turbo reaction to provide smooth torque delivery and ensure a good exit. Also, traction out of the last corner is arguably more important than top speed to enable an overtaking manoeuvre, which is typically difficult at this circuit.
Follow us later in the afternoon for the latest updates and results from the Circuit de Catalunya, as the qualifying session for the 2020 Spanish Grand Prix is about to get underway, with Sebastian Vettel and Charles Leclerc at the wheel of the SF1000.
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