hardingfv32 wrote:Is it not possible that the clutch bite point was dialed in (automated) and that the drivers finger action on the clutch paddle was simply a start signal.
That's what I was thinking. A slow clutch mechanism could mean the driver releases the paddle but the clutch takes a second or so to progressively engage. That'd give a form of launch control.
However this would then ruin subsequent gear changes where the clutch needs to be as rapid as possible. So the slow clutch theory would only work if it was exclusive to the stationary release, and then a standard clutch map applied to routine gear changes.
So the slow clutch theory would only work if it was exclusive to the stationary release, and then a standard clutch map applied to routine gear changes.
And that is more than possible,,,it's part of how they do it...I don't care who you are you cannot drop the hammer on 700- 900 hp so smoothly as to get no wheel spin from launch..certainly not all the field. and yes,,I think it's a form of launch control.
To achieve anything, you must be prepared to dabble on the boundary of disaster.”
Sir Stirling Moss
richard_leeds wrote:However this would then ruin subsequent gear changes where the clutch needs to be as rapid as possible. So the slow clutch theory would only work if it was exclusive to the stationary release, and then a standard clutch map applied to routine gear changes.
No, I do not think so. The shift to 2nd gear is done completely by the ECU based on input by the drivers use of the gear selection paddle. The ECU knows that shifts from the paddle indicate the desire to use automated clutching. It is the signal from the clutch paddle that is tricked out.
Frankly it is hard to say whether some type of launch control is that big a negative. The standing starts represent a hazard with only limited entertainment value in my opinion. Now I understand tradition, but why not limit the mechanical carnage if possible while maintaining the 'tradition'.
There is no reason not to think that every team was not using this technique. They all have full time drive-line and software engineers for which this would have been a obvious solution. They are thinking about these details 24/7.
There might be some nuances to warming the clutch and tires for best launch that Webber does not get right on the re-con lap.
ringo wrote:His clutch engagements may not be slow enough or have the right rate.
On the other hand Vettel and Alonso's cars are the suspects for this paddle "programming".
Id say just the ferrari's, vettel just made very consistent starts all year, i doubt he'd have something that webber didn't.
Both ferrari's regularly made great starts, if they of had the pace to qualify 2nd or 3rd you'd of seen them in the lead a fair bit.
Do they? I always thought the Ferraris weren't great off the line, they were great at that initial traction-limited speed buildup. I'd think MGP are the more obvious "culprits," if such a system really was being in use
I post this here only but it should apply also to some other threads opened by Brian of the "new for 2012" series.
Almost totality of these ""new" parts added to the rules in relation to electronics (ECU, throttle, clutch and gearbox control...) are actually not really new, simply were previously included in, non published, technical directives/clarifications/appendices that only FIA/teams had, while now have been finally moved to the published rules.
Presumably some of the requirements have been adjusted for 2012, mostly in relation with engine mapping for overrun to prevent hot/cold blowing, but in practice almost all these limitations we can now see for the first time were already in place since years.
For example automatic gearshift is banned since 2004, while I recall the existence of maximum time to complete upshift was mentioned already in early '00s, as teams in lower gears were extending a lot that time interval of "free reign" for electronic clutch control to mimic the, at the time banned, TC.
Various other things then, like the limitations on how using clutch, bite finding, paddles usage etc, for launch, came with the SECU in 2008 or shortly after that (in case someone found some unwanted tricks).
So in reality for 2012 nothing (or very little) will change in almost all these areas because nothing (or very little) changed in the rules, it's old stuff that was just moved around to "clean the house".
Quite likely the only change as spectators we'll be able notice (not even much on tv but mostly live at the track) is cars will hopefully stop farting in overruns.
I think very few of those who heard that noise would consider it bad news.
