AR3-GP wrote: ↑23 Aug 2024, 11:00
Andi76 wrote: ↑21 Aug 2024, 16:28
Such a system obviously does not require larger brakes. Neither the 1997 McLaren nor the 1998 McLaren, which were proven to have this system, had larger brakes. And back then, the cars were much closer to the limit as far as brakes were concerned (defective brake disks such as Frentzen's in Australia in 1997, etc.). In the same way, neither the 97 nor the 98 McLaren had ABS. McLarens System back then worked with a switch to select either rear brake according to the direction of the corner, which they were then able to apply to either turn the car in under power (by braking the inner wheel) or prevent inner wheel spin when accelerating out of a corner. Breaking of one rear wheel under power will reduce the torque delivered to the wheel on that side and increase it to the opposite side via the open differential. The net result is a turning moment imparted to the car, which steers it toward the side of the breaked wheel.
I think you are missing the larger brake point. More brake use creates more heat. There would have to be a way to compensate. Either the cooling ducts are larger than expected, or the brakes themselves are larger. "larger" does not mean obvious either. It could have been only a small increase.
I don't understand how you can dispute the brake locking. It is written in the article:
“We had to learn how to work with it, because you had to accelerate while you braked, otherwise you just locked the wheel.
https://www.mclaren.com/racing/latest-n ... l-3153421/
Can you dispute David Coulthard, the driver who used the system?
I have not commented on the rest as I don't see a need to address speculation after further clarification from the FIA.
Where did i dispute Coulthard? I didn't. I didn't contradict Coulthard anywhere. All I said was that you don't need bigger brakes or ABS. And that's obvious, because in 1998 the teams used the biggest brakes anyway because they were restricted by the regulations and ABS was banned. That's all I said. That you have to tune such a system is clear, but it didn't need bigger brakes or ABS.
And if you are already referring to this article - here are some excerpts on how "easy" it was to realize:
The technology was basic, to say the least: “All we had to do was put an extra master cylinder on the car, and a length of Aeroquip [brake hose] that went to the right rear calliper, so that when you pushed the normal pedal it would put both rear callipers on, and when you pressed the fiddle brake it only activated the right rear.”
“It was surprisingly simple to implement,” recalls Tim Goss, who was chief test team engineer at the time. “We obviously had to check that we were clear on the regulation side. My recollection is that we were confident that it was legal, and we just went for it. In terms of how we got to the assembly, and how we applied the brakes to one rear wheel, it was not much more than an additional pedal and brake master cylinder plumbed in the right way.”
Mika was using the paddle clutch so we just went back to an extra pedal – still only three, but throttle, brake and fiddle-brake. He was very open-minded so he went out and tried it, and on his first run he went half a second a lap faster, which was pretty enormous.
“It did a fantastic job. I set it up on purpose with the pressure in the master cylinder so that he had to push quite hard on it, because I didn’t want him to tap the thing and it suddenly spin. He’d use the normal brake to slow the car down enough and then use the fiddle brake just to balance the car. You could push with a little more or less pressure.
“It was a brilliantly simple piece of engineering, which worked,” says David. “It meant I had four pedals because I didn’t use the hand-clutch. Well, I had a hand-clutch – actually I had two hand-clutches, and one foot-clutch, which I preferred. I felt at that time it was still an advantage.
“I had tried left-foot braking in the ’96 car in Jerez and didn’t really feel comfortable with it, and reverted to right-foot braking. And it must have been 1999 before I got into left-foot braking again.
“We had to learn how to work with it, because you had to accelerate while you braked, otherwise you just locked the wheel. You could feel it was an advantage, because it yawed the car. So instead of riding over the front tyre, you could rotate the car without having to put steering lock on.
“And steering lock affects the aerodynamics quite a lot, so there was an advantage aerodynamically in having that. We could use it also to control a bit of wheel-spin on the inside wheel, coming out of tight corners. Independently Mika and I both worked that out. The theory had been proven in tanks and things like that, but actually doing it at speed out on the track was always going to be a bit different!”
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