 First , the turbocharger was split and positioned alongside the Motor Generator Unit @-@ Heat ( MGU @-@ H ) — the generator harvesting heat energy from the exhaust manifold used to power the turbine — and positioned within the cylinder banks forming the ' V ' configuration of the engine . In order to make this fit , Honda eschewed the use of a centrifugal fan in its single @-@ stage compressor in favour of using several smaller fans positioned at intervals along a shaft . Although this would limit the ability of the turbocharger to build up the maximum amount of boost pressure , the 100 kg / h fuel flow limit introduced in 2014 minimised the impact of this . The Motor Generator Unit @-@ Kinetic ( MGU @-@ K ) — the generator harvesting energy from the engine spinning while under braking — was positioned in front of the engine to deliver energy directly to the crankshaft , following the convention established with the introduction of the kinetic energy recovery system ( KERS ) in 2009 . The batteries housing the energy harvested by the MGU @-@ H and MGU @-@ K were merged with the Electronic Control Unit and positioned in front of the engine . Both the MGU @-@ H and MGU @-@ K were capable of harvesting 4 megajoules ( 1 @.@ 1 kWh ) of energy per lap . However , under the 2015 regulations , both systems could only deploy 2 megajoules ( 0 @.@ 56 kWh ) of energy per lap . 
