Ummm.......torque at the wheels, a product of the engine and the transmission, is generally quite important for determining acceleration

Yes it most definately is... and it's easy to calculate:

First the force accelerating the car: P = F * v, that is F = P / v.

Then the torque of the wheel: T = F * r_wheel, that is T = P / v * r_wheel.

One does not need to know the engine RPM or the gear ratio to do the computation. Of course the torque at the wheels is irrelevant (it depends on the wheel radius, whereas the acceleration does not). The only thing that does matter is the force applied to the tarmac.

**F = P / v.** Like most of us already know.

I'm operating under the assumption that, if the revs are available to the engineers, and they've already stated that the extra revs are to give energy recapture and KERS usage flexibility, they will not tune the engines such that they have no acceleration capability above 12,000rpm. If the engines do have torque limitations, they will supplement torque with KERS to maintain higher acceleration associated with staying in a lower gear for longer duration in the power band.

Perhaps this assumption about engine tuning will prove incorrect, but it appears to be the stated purpose of increasing the rev limit from 12,000rpm to 15,000rpm, and it doesn't seem particularly unreasonable considering the nature of racing. It looks like a push-to-pass system with dual benefit.

Why would one do that. (Unless for some dark magic, a 1.6 liter V6 can not consume 100 kg/h worth of fuel at 10500 RPM.) Because if you upshift you get the extra power from the engine. The KERS output remains the same. And thus, you get more power AND THUS faster acceleration. When passing, I would always use the maximum power. (This also applies on the road, that's why I only upshift after the peak power, not torque.)

Why not 12k limit (engineer point of view): the range from 10500 to 12000 (and 8 gears) gives only ratio of 2.91 between the slowest speed with peak power and the highest speed with below 12k. This means that we would only be able to "floor it" at over 120 kph. This is not a problem.

However, with 12k limit we would have the following speed ranges for given gears:

1st 0-130

2nd 130-150

3rd 150-175

4th 175-200

5th 200-225

6th 225-260

7th 260-300

8th 300-340

*For the whole season.* This would compromize quite a few medium-to-high speed corners (having to shift in the middle or run below 10500 RPM). With higher maximum RPM we can better control

*when to shift*, thus having more time spent on the loud pedal. My (un-)educated guess is that they'll 10.5k-12k for the majority of time and 12k-13k at 8th gear and maybe at some corners (approach).

PS. I was nowhere near the first one to (try to) correct you. And, no, if someone does not share your opinion, he is not neccessary troll; it could be that you were wrong.

Not if engine torque is dropping off the table. If you have reached max fuel flow but are still revving, you HAVE to throttle the engine. Simple arithmetic. The guy at 12,500rpm probably wouldn't accelerate any further and would need to shift up to get more torque.

The fuel flow limit will work like a rev limiter.

Power = Force * Velocity

Force (thrust) = Power/Velocity

Force = mass * acceleration

Acceleration = Force/mass = Power / (mass * Velocity)