Clutch Kiss point

[autogyro]

Data from the clutch operation is sent via telemetry. The engineers 'crunch' this data and the driver is informed by radio the clutch settings to use.
This is done with other systems within the regulations but I have been unable to find a loophole in the regs to allow this for the clutch.
IMO this allows the driver to select a point on the clutch operating movement and is against the regulations.

Maybe you should write a strongly worded letter to the FIA with all of the brilliant points you have posted in this thread. Make sure to tell them how you invented Ferrari's seamless shift transmission and you were good friends with Colin Chapman.

The transmission I consulted with Ferrari on was NOT a seamless transmission it was the layshaft automatic used by Nigel Mansel.
The gearboxes I worked on for Lotus where mainly bevel epicyclic gearboxes and hydaulic diffs, also NOT seamless.
The term is simply a marketing gimmick.

I do not believe that the FIA will change things as they are, because there is no other way to ensure a high percentage of off line clutch starts and any reversion to the 'proper' regulations would seriously penalise the engine manufacturers.
F1 is firmly snagged in vested interest and it remains to be seen if any new regs will save its future.

[Richard]

The rule below may help the discussion:

9.2.4 Designs or systems which in addition to typical inherent hydraulic and mechanical properties are designed
to, or have the effect of, adjusting or otherwise influencing the amount, or rate, of engagement being
demanded by the FIA ECU, are not permitted.

I recall Karun Chandock saying that the engineers monitor the clutch telemetry on his way to the grid, then they tell him which clutch setting to use. He still has to hold the paddle manually at the biting point, but there is some scope for calibrating the paddle.

[Rideway]

Hi everyone

I reopen this thread because I was searching on this topic. On this last race at Singapure, Weber was told in the formation lap the following by his engineer: "Ok, when you get there: bite point at 3.5 burnouts".

I think that means that the wheel will spin 3.5 when it gets the grip. Maybe someone can explain better.

Also I think that autogyro is right when he said that Data Engineers establish with the Data they receive, which Rate of Engagement the drive has to use.

Regards

[raymondu999]

bite point; AND 3.5 burnouts. Basically on the end of the formation lap he (Mark) was told to do 3.5 burnouts. Then press the bite point find button.

[Rideway]

Thanks Raymondu999

Then my question is, how does the car find the bite point if changes can not be performed from the pit wall? How does this "learning system" work?

[strad]

Watch the video here..viewtopic.php?f=1&t=10604&start=75
he explains,,,Personally I think a large part of the burnouts are to warm up the clutch

[Richard]

I was curious as to how Webber could identify that his rear wheels have done 3.5 revolutions.

[raymondu999]

I think they probably agree "1 burnout is x seconds" and do it from there. Not 3.5 revolutions. The burnouts they do are substantially longer

[strad]

probably 3.5 seconds?

[Dragonfly]

Isn't it called "bite point"?
Just curious as a non-native English speaker.

[strad]

Isn't it called "bite point"?
Just curious as a non-native English speaker.

yes

[Dragonfly]

I was thinking, isn't "burnout" applied to the clutch itself in this case?
Burning the tires with fully engaged clutch won't bring much heat to it. But if the clutch is partially engaged and slipping then heat will be generated into it.
As I understand, this is needed to nullify the effect of heat expansion on the bite point at the start.

[Richard]

That fits with my understanding. Those wheel spins are how they calibrate the clutch pressure. The driver partially engages the clutch, then the telemetry monitors the power to the wheels, the clutch slippage, and the wheel spin. From that the engineers know how much clutch engagement is required for optimum power for the start.

They know that the diver holds the clutch paddle at a distance of x, so they adjust the clutch pressure such that the optimum engagement is when the paddle is at point x.

[hardingfv32]

The data from the wheel spin test is transmitted to the engineers who then come up with a steer wheel clutch setting that is communicate by radio to the driver?

Brian

[Richard]

Correct. The clutch settings can only operated by the driver once the car has commenced qualification.

Its the same for most settings. The throttle map was an exception but that is now limited to the changes the diver can make from the steering wheel.

These restrictions are intended to prevent teams using special set ups for qualification.