Per the regs, KERS has to enter the drivetrain before the gearbox (and therefore before the differential). So whether or not KERS can be pulsed it wouldn't explain the left/right alternation we see in the image above.gilgen wrote:Webber was trying to stay ahead of Alonso after his brush with V d G. Could it be that he was using KERS and that the extra power supplied by that is capable of being pulsed? Nobody else appears to have had so much accelleration from the corner, witnessed by the lack of any other tyre tracks.
I don't think so.gilgen wrote:[...]
Could it be that he was using KERS and that the extra power supplied by that is capable of being pulsed? Nobody else appears to have had so much accelleration from the corner, witnessed by the lack of any other tyre tracks.
So label the button "Pulse KERS". Job done.bhallg2k wrote:I don't think so.gilgen wrote:[...]
Could it be that he was using KERS and that the extra power supplied by that is capable of being pulsed? Nobody else appears to have had so much accelleration from the corner, witnessed by the lack of any other tyre tracks.
5.2.4 The amount of stored energy in any KERS may not be increased whilst the car is stationary during a race pit stop.
Release of power from any such system must remain under the complete control of the driver at all times the car is on the track.
I think that would fall afoul of the "complete control" aspect of the regulation, because the KERS control unit would have control over how KERS power is applied.WillerZ wrote:So label the button "Pulse KERS". Job done.
I agree with you, if it is pulsing in reaction to traction. However if it's just pulsing in a pre-determined pattern with no reactivity I think it would be OK. They are already allowed to have a dial/parameter for KERS discharge amount, why not another one to dial the strobe pattern from a set of patterns? Basically like variable-intermittent wipers on a road car.bhallg2k wrote:I think that would fall afoul of the "complete control" aspect of the regulation, because the KERS control unit would have control over how KERS power is applied.WillerZ wrote:So label the button "Pulse KERS". Job done.
So the alternating dash-pattern tire marks are from a stiff car oscillating left/right and the gaps in each track are where that wheel has either enough weight over it for good traction, or so little that it's entirely off the ground. Makes sense.At any rate, I think the stuttered tire tracks are the result of a stiff suspension setup. …
Pretty much. We can even see the effects of weight transfer on the car through the turn, because the left, or outside, tire track is solid longer due to the left side carrying most of the cornering load. The inverse is true for the right, or inside, tire track.WillerZ wrote:So the alternating dash-pattern tire marks are from a stiff car oscillating left/right and the gaps in each track are where that wheel has either enough weight over it for good traction, or so little that it's entirely off the ground. Makes sense.
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It's something that's been used before through other means, both in F1 and more recently in MotoGP and similar, as a way of finding more traction.WillerZ wrote: Whether you could legally pulse KERS, and whether it would help...
I see what you're saying, but I think it has to do with the angle of the track surface, where the camera was, and the angle of the car exiting the corner.cobart wrote:Maybe it is smart differtial ? look at the trails ...left right left right alternatelySatchelCharge wrote:Are we looking at the "TC-esque" rubber trail, then? Looks more like the result of the bumpy track to me.
Negative ABS = TCCBeck113 wrote:Basically a negative ABS system interesting, but still shouldn't cause these alternating marking
But I'm also not sold on the oscillation theory, since I can't believe that an F1 car will oscillate that much. If this were the case then they wouldn't have a stable car out of slow corners. Unless the tires are solely responsible for this, but then we'd see this from other cars too.
Nope, not convinced yet
Actually, I don't think the car was especially impressive through slow corners in Canada. It was consistently slower than both the Ferrari and the Mercedes in S1 and S3, both of which feature hairpin turns that favor good mechanical grip.CBeck113 wrote:[...]
But I'm also not sold on the oscillation theory, since I can't believe that an F1 car will oscillate that much. If this were the case then they wouldn't have a stable car out of slow corners. Unless the tires are solely responsible for this, but then we'd see this from other cars too.
Nope, not convinced yet
I've seen very similar tracks from powerful (400 hp) RWD cars in damp conditions. The root cause is torsional oscillations in the driveline, caused initially by one wheel breaking traction. In production cars the engine mounts are often part of the problem. If sustained it can easily break driveline components. Typically the frequency is 6 Hz in production cars, I expect the driveline in an F1 car is stiffer so the frequency would be higher. It is a bugger of a thing to model.flynfrog wrote:wheel hop
You see it in drag racing all the time. Well pretty much any car can do it.