The clutch levers on the steering wheel do nothing but activate the preset launch torque and full torque later. They are simple binary switches and do not have a proportional range like the clutch pedal in a stick shift car. If the preset torque is badly selected or the clutch disks are damaged and have different frictional properties than anticipated the launch will be bad. With too much torque the engine can get bogged down and the driver has to de clutch again. That happened to Sebastian Vettel in Britain and Germany. The other bad thing is a low launch torque which gives you not much chance to fix your bad launch. You can only wait until you have accelerated enough to drop the full torque lever. One of these things probably also happened to Webber in Belgium. Barrichello also had problems with launch torque in the Brawn last year (Turkey).Pup wrote:Hmm. I just can't imagine that there is enough feel or range of motion in a steering wheel paddle for a driver to control confidently.
That's strange because the rules say the clutch levers have to range from full torque to zero torque? They are also explicit that preset torque is not allowed.WhiteBlue wrote:The clutch levers on the steering wheel do nothing but activate the preset launch torque and full torque later.
Can you quote the relevant passages of the regulation you refer to?richard_leeds wrote:That's strange because the rules say the clutch levers have to range from full torque to zero torque? They are also explicit that preset torque is not allowed.*puzzled*
I do not know how teams reconcile 9.2.2 and 9.2.3 with the practice that Coulthard describes. They definitely do not have two clutches which is prohibited by 9.2.1. The two levers work on one and the same clutch mechanism and the second lever activates the launch clutch torque. richard_leeds is probably right that they have to hold the semi set clutch lever at a position to activate the launch clutch torque. Good call of the regulations by him!!9.2.1 If multiple clutch operating devices are used, they must all have the same mechanical travel characteristics and be mapped identically.
9.2.2 Designs which allow specific points along the travel range of the clutch operating device to be identified by the driver or assist him to hold a position are not permitted.
9.2.3 The minimum and maximum travel positions of the clutch operating device must correspond to the clutch fully engaged normal rest position and fully disengaged (incapable of transmitting any useable torque) positions respectively.
Its the only way I can see that allows them to dump two paddles.FIA F1 Regs wrote:9.2 Clutch control :
The following applies only to the main drive train clutch or clutches, any clutch used exclusively as part of a KERS is exempt.
This regulation would come into its own only 'if' the KERS was a part of the gearbox.richard_leeds wrote:WB - They can use multiple clutches, note the plural in 9.2:
Its the only way I can see that allows them to dump two paddles.FIA F1 Regs wrote:9.2 Clutch control :
The following applies only to the main drive train clutch or clutches, any clutch used exclusively as part of a KERS is exempt.
But 9.2.1 says that multiple clutch devices must have identical travel characteristics and identical mapping. So a second clutch assembly has no advantage. Besides commentators have told it several times that they use two levers on one clutch.richard_leeds wrote:WB - They can use multiple clutches, note the plural in 9.2:
Its the only way I can see that allows them to dump two paddles.FIA F1 Regs wrote:9.2 Clutch control :
The following applies only to the main drive train clutch or clutches, any clutch used exclusively as part of a KERS is exempt.
But really just a compromise to allow a small diameter clutch with no flywheel to be controlled at all, when it would be impossible to do it without help from the computer.RH1300S wrote:The way I read DC's comments are as follows:
2x identical clutch levers - which would seem to be able to work simultaneously.
The driver uses his own judgement to hold one lever at a certain position (perhaps they have ways of judging this? could even be as simple as a fingers width behind the lever?).
Then releasing one lever leaves the second controlling the bite point. Which I assume the driver could instantaneously adjust in or out in the same way a normal clutch works.
Simple - and fits the rules.
I don't get that, what has a computer got to do with it? This is about a driver pulling on a paddle and an electronic controller operating the clutch according to the paddle position. You could achieve the same with cables.autogyro wrote:But really just a compromise to allow a small diameter clutch with no flywheel to be controlled at all, when it would be impossible to do it without help from the computer.
You could but unless it is done with the driver controling the clutch biting point (correct term) without the assistance of a pre set electronic system, it is in fact an 'automatic' system and should be banned.richard_leeds wrote:I don't get that, what has a computer go to do with it? This is about a driver pulling on a paddle and an electronic controller operating the clutch according to the paddle position. You could achieve the same with cables.autogyro wrote:But really just a compromise to allow a small diameter clutch with no flywheel to be controlled at all, when it would be impossible to do it without help from the computer.