If they decided on this, they already future proofed the system... new 300h's main motor still has 118hp.
I don't think latest THS allows full parallel hybrid operation, so some of MG2's power will always come from MG1, which is taken from the engine. The bigger hybrid systems are indeed sized (88kW for 2.5 and 80kW for 2.0) to allow EV operation without assist from MG1, so they could in theory get more power from the bigger battery in HV mode. There are just too many variables in a serial-parallel hybrid that analyzing the power balance is almost impossible for non-experts so I'm not making any more predictions.
indeed, and recharging is question of mpg, nothing else... they can simply recharge with engine more to get back some of the power, but yes this will decrease MPG substantially... but will give you really a sport hybrid.
Right now every hybrid that Toyota has only one mission - to increase mpg. Only with recently introduced UX and ES, they started mentioning more about sports mode that gives more battery power. This was possible before as well but it would decrease mpg so they did not care about it.
Remember, serial-parallel hybrid allows regen and electric drive at the same time (ICE->MG1->MG2+HVB). A more aggressive regen strategy will not impact MPG too much, because it is also shifting the engine to a more efficient operating point. It means missing out on some kinetic energy recovery opportunities since the battery is likely to have a higher SoC, but KERS only accounts for about 20% of MPG gains on serial-parallel hybrids.
On a parallel hybrid, you are just wasting fuel to charge the batteries, which is incredibly inefficient (my BYD Qin, for example, requires 10kW of power from ICE to recharge the battery at 5kW). Parallel hybrids rely more on KERS for regen, and their load-shifting is not nearly as efficient. This is why those German PHEVs are basically useless when the traction battery runs out. In that situation the hybrid system just becomes dead weight. Luckily for them, the battery has a lot of capacity, so unless the user drivers like a hooligan it's unlikely to run out.
The only issue to this is the god-awful CVT that's mated to the engine, but if it had the 8-speed automatic or even the multistage-hybrid system transmission, it would do the car wonders in terms of performance, also having pretty good fuel economy at the same time. It's reached to that point for me that CVT's in this day and age are quite dangerously slow. Would you sacrifice five, or maybe if all hell goes loose, ten miles per gallon (I know it doesn't even make that much of a difference, but I'm trying to make a point here), even though with a CVT is horrendously slow, and can really hurt you in terms of performance? Sometimes performance is necessary, because that allows the driver to do crucial things when on the road, like passing, overtaking, or launching off the line in important situations. I also feel like it won't also make a huge difference in fuel economy either. This is the only thing that I feel the Germans are edging out the Japanese. Nothing else.
Here's a quick lecture on how input-split hybrids work. The engine is
not mated to a CVT. In fact THS does not even have a transmission:
it is the transmission. The planetary-gear system is what decouples engine speed from wheel speed. This is why it can operate
like a CVT. This is also why it is the best: super simple, super efficient, and, believe it or not, cheaper than a parallel hybrid. After all, a parallel hybrid still needs a costly automatic transmission.
Traditional CVTs are slow off the line because they are designed to operate at highway speeds. It is possible to optimize CVT for acceleration but it just means losing fuel efficiency during cruising. That problem is easily solved by adding a launch gear to the CVT, which is what Toyota did recently. But that's irrelevant in a hybrid, because MG2 provides enormous amount of torque at start. But just like any electrified vehicle, the performance of hybrids is mostly determined
by the software, not the mechanical components themselves.
I will again bring the China-only Corolla/Levin hybrids to this discussion, because honestly TMEC Suzhou did the best job at making hybrids that are not annoying to drive. The Corolla hybrid is tuned for two scenarios: 0-50kph and 30-60kph acceleration which are the most common on chinese roads (starting from a green light and accelerating onto a highway ramp). At these speeds the hybrid system employs electric boost very aggressively, almost ramping up to maximum output instantly, unlike the Prius that just bogs even at WOT. To compensate for that, they also employ more aggressive regen strategies. Their market campaign repeatedly show the Corolla outrunning the BMW 320i or the Audi A4 TFSI. The end result is very positive; people recognize hybrids as not only more fuel efficient but also very fast.
An overly conservative software is what gave the Prius a terrible reputation. To preserve battery and maximize MPG, the hybrid system is programmed to, well, do nothing. The Corolla hybrid uses an identical hybrid system found on the Gen 4 Prius, but the two couldn't be further apart in terms of driving quality. The fuel economy for the Prius and the Corolla hybrid is 4.3L/100km and 4.7L/100km respectively. That's a 9% difference, but the Prius also had tons of aerodynamic and weight-saving tricks so I would say the actual advantage is less than 5%.