zac510 wrote: ↑
Mon May 27, 2019 10:53 am
I thought he had an SNES in the car
This article has just come out:
https://www.motorsport.com/f1/news/vers ... o/4397096/
Anybody have any idea what it could possibly be that they can only change when the car is in the pit lane? I haven't heard of the other 3 engine manufacturers having a setting like this.
I don’t want to appear rude to anyone but I’m surprised that no-one on site doesn’t already know!
Engine modes are technically chosen by the driver although not normally in an expected way. You will all remember some years back, as it was made a big thing of, about how the Mercedes drivers would go out on track and attack sector one and then abruptly return to the pit garage. Moments later out they would go again and attack sector two and likewise return to the pit garage. Then finally they’d be attacking sector three and so forth. After which both would spend some time driving at near race speeds then again return to the pit garage to fine-tune certain settings. All this mainly went on during early-mid fp1 and would no doubt involve data collection and archiving. Well! Here’s a brief of what they were up to. Please bear with me.
Consider two miniature hydraulic rams arranged in perfect opposition. When the chromed ram on the left is almost fully exposed and naked from its cylinder the ram on the right is almost fully sheathed inside of its cylinder awaiting work. The cylinder on the left is coupled up to the adjustable swashplate hydraulic pump (it may even have its own dedicated pump) whatever, that ram remains idle when it’s not quite fully extended. The cylinder on the right is coupled by branch-line to the braking system and so extends under braking. The eye common to each ram has a scribe or some such attached to it that moves along a set of piano-like keys. Each key represents an engine mode, the more aggressive modes being those at far right. Of course the hydraulic rams as such have never existed on a formula car, as far more sophisticated electronic potentiometers will have always filled that role but you should now grasp the simplified reasoning of engine mode selection to enable accurate nullification of wheel slip and drivability. When requested by push-to-pass, the ram on the left is allowed to fully sheathe the ram on the right, otherwise that, or those modes remain barred to protect the engine from unnecessary wear.
Once set and not strictly adhered to these engine modes are likely to end up out of sequence to the track in question, as Max would have found out after he pressed the torque demand pedal exiting a particular corner. If say he wanted controlled but very quickly provided high torque leaving Portier and the out-sequenced hydraulics were configured for Nouvelle the system would seem to him like it was trying to put him to sleep. Moving quickly on to Max needing a steady influx of torque at Nouvelle an out-sequenced hydraulics we’re now configured for A. Nogues the system would likely try to kill him.
When Max left the circuit to pit, the car may probably have been in mode six and so he would manually switch to mode twelve, start mode but the kerfuffel threw them all and mode six was not saught at pit exit, which leads me to believe the white pit exit line out on track, ends roughly where a formula one car might be self acquiring mode six?
Hope that's a help!