so F1 drivers cant use a clutch now?autogyro wrote:If the grid was forced to use manual clutch engagement using a conventional clutch operating system there would be the following result.
One third of the cars would stall the engines.
One third of the cars would spin up the rear wheels uncontrolled.
One third of the cars would burn out the clutches.
Try it some time.
Clarifications are internal communication private to the teams and the FiA technical delegate. Occasionally you get to see the text of one when there are serious wars being fought with protests and ICA decisions on the matter. Normally they are top secrete.747heavy wrote:WB, can you show any clarifacation by the FIA to §9.2.4, seems to be still the same as it was at the beginning of the year.
Been doing it for years. Some even have peaky two strokes in them.autogyro wrote:You can practicaly launch a light racing motor cycle with a big elastic band.
I'll give you some reasons you might want two clutch levers....autogyro wrote:Simple question fellas.
If it is soooo simple even for 747 heavy to launch a race car manualy with a small carbon clutch, then why on earth do they need all this dual paddle stuff?
Hmm, now what could the reason possibly be?
An indulgence?
40 years of designing and devloping transmissions and clutch systems tells me otherwise.
nobody said it was simple It took many races to get good at launching. I thought your argument was that it was computer controlled. If its computer controlled why use two levers? as TH1300S posts two levers lets the driver hold one in position while fully disengaging the clutch seems to work well to meautogyro wrote:Simple question fellas.
If it is soooo simple even for 747 heavy to launch a race car manualy with a small carbon clutch, then why on earth do they need all this dual paddle stuff?
Hmm, now what could the reason possibly be?
An indulgence?
40 years of designing and devloping transmissions and clutch systems tells me otherwise.
that depends on the skill levelautogyro wrote:It is of course true that most of the F1 grids launch with few stalls or wheel spins or clutch burn outs.
However if the cars had fully manualy operated conventional clutch systems with no flywheel and such small clutch packs, I doubt that many drivers would get it right.
So the conclusion has to be that the current dual paddle systems are at the very least semi automatic in operation. They just aint manual and therefore the skill level has gone down.
That's why they have anti-stall systems. Recall Vettel's pit stop at Singapore this year. Someone correct me if I'm wrong, but I think Vettel did something wrong either with the clutch, or he selected 2nd gear instead of 1st. I think the car automatically selected neutral or disengaged the clutch to avoid a stall.autogyro wrote:If the grid was forced to use manual clutch engagement using a conventional clutch operating system there would be the following result.
One third of the cars would stall the engines.
The whole article here: http://www.overdrive.in/story-articles- ... 582-2.htmlRight, eight minutes to the start of the session, I get into the car and the mechanics strap the belts up, plug in the radio and steering wheel and set the mirrors. Richard does a radio check and then we review once again the switches on the steering wheel – differential entry, diff mid corner and diff exit, engine map, engine over-run setting, clutch position, tyre map, throttle pedal map and brake balance. It’s critical that all these are in the right place to get the right feeling for the car. He also fills me in on the latest wind speed and direction and the track and ambient temperatures just before the session starts. For the first practice session, all the drivers are only allocated a set of the harder ‘prime’ tyres so managing the use of the tyre is important.
