PhillipM wrote:It makes a sliding rear end easier to catch and easier to hold near the limit, because the tyre begins to slip slightly on as the pulse is applied then stops and the carcass relaxes as the pulse drops off, which helps with feedback and feel to the driver about where the limit is, which may well be a great thing to help preserve the current Pirelli's.
If you had perfect traction and tyres that could take being stressed to 100% every lap, you wouldn't do it, as it's slower, but we know that's far from the case at the moment.
I don't know what you are basing this information on, but in my experience there is no way in hell that pulsing the drive torque is going to help feedback to the driver. Quite the opposite. Additionally it will result in less overall grip for the reasons of tyre relaxation lengths and load sensitivity that I mentioned before. But if you want to continue pushing the belief that oscillating a tyre's torque or load is going to give you any improvement of grip or stability then I'm not going to continue arguing. I suggest reading up a bit on tyre dynamics before making such authoritative but completely hand waving statements.
Tim.Wright wrote:Could be the anti stall. I'm certain that its not deliberate, oscillations in anything are what kill tyre grip.
It cannot be anti stall, the rules say that once stall prevention is triggered it must keep the clutch fully disengaged until the driver manually operate the clutch clutch paddle >95%
Fine, the most likely scenario then is this:
Anti stall kicks in after the collision because Mark brakes and the car slows too much
He coasts around the corner until he is out of trouble from the Cateram
And then he dumps the clutch while still exiting the corner
Dumping the clutch sends an impulse of torque through the driveshafts to the unevenly loaded rear wheels
The inside wheel loses grip and spins up
The differential, being a limited slip clutch type, then biases torque to the slower wheel
This stops the inside wheel from spinning and starts the outside wheel spinning
Once the outside wheel starts spinning faster than the inside one, the torque bias swaps again to the inside wheel
And so on, until the oscillation dies out.
It suggests to me that the driveshafts are not rigidly stiff in torsion (Titanium is twice as flexible as steel) and that dumping the clutch during a corner could setup an oscillation that is excited partly by the diff torque biasing.
I really don't see it being any more sinister than that.
It one thing for you guys to be curious as to what causes this behaviour, but to go and start the whole Red Bull are cheating (see previous post), hidden TC etc BS is pretty bad form.