24 replies to this topic

[355 boy]

So... some think that Ferrari cheated because they won the championship, some rekon the Macs cheated because of their starts, some rekon that Benetton cheated because thats the kind of thing Flav would do..

What do you think and why?[p][Edited by 355 boy on 11-21-2000]

[Mellon]

Everyone here saw McLaren cheat once this year: After the Hungarian GP McLaren did add weight to MH before the weighing by pouring water over him. Nobody seemed to notice and no protest were issued. If a team with sufficiently red cars had protested against this obvious illegality FIA(t) would probably have banned McL from the rest of the season.

There might be a loophole in the rules as they only forbid the adding of weight (fluid or otherwise) to the car.

[Frans MSH]

MS and Ferrari, because it's so bloodje obvious!!!

[DR]

Give it a rest Frans!!!!!!!!!!!I know it's hard for you to stomach that Mr. Schumacher won. You might as well get used to it, for it'll happen again.......

[Williams]

Look out Frans, you are becoming predictable...

[tifosi]

Heh Frans I voted with you. SO WHAT!!! Just what are you gonna do about it. HA HA HA HA!!!. Wait till you see the incredible line-up of cheats Ferrari have lined up for next year. Not only TC, but a turbo button, cause we know even if its completely visible, the FIA(t) will not do anything about it. HA HA HA HA. Michael also will be running slicks with holographic images of grooves. HA HA HA HA!!!!

Yeah that's right Frans, just a few of the cheats we have lined up for MS next year. What you ganna do about it. I'll tell you. Your gonaa sit there and watch MS and Bernie win another F1 World Championship in the FIA(t)-Ferrari. HA HA HA HA !!!!

[Frans MSH]

about a cheating team in 98, 99 and/or 2000 I have digged into the newsarchive's of several newswebsites: this is what I came up with:

Rumours link Ferrari to FIA allegations

Since Max Mosley, a few days ago announced that the FIA was aware that one team cheated during last season, wild speculations have been running through the world of F1. Mosley himself ruled out that it could be either McLaren or Ferrari, but sources now indicate otherwise.

Many have suggested McLaren to be the team, as their 1999 car was amazingly well balanced, but fragile in the electronics. Others have suggested Ferrari, of course - but more and more actually points in the direction of the Maranello team.

Mosley confirmed that the FIA have some sort of proof for the accusations, but that they are still working on the case. According to sources, the proof has been brought to FIA's attention by either McLaren or Williams, who discovered irregularities in the enginemapping of the 1999 Ferrari, but it is currently being checked for it's legal value.

It is suggested that the illegal system was part of the electronics on the F399, and hidden behind the pitlanelimiter system controlled by the drivers. The same pitlane speedlimiter will be banned from the British GP on.

Ferrari triple-winner, Michael Schumacher, expressed his concern over the removal of the limiter with the words: "I wouldn’t say I am totally pleased with what they are proposing. If you are going down the pits watching your speed dial you will not be able to look out for other cars coming out of their pit as well."

Question is if Schumacher, known for his swift reactiontimes, really is worried over the ban for the reason he states, or because he is trying to cover up a hidden Ferrari advantage. No matter what, Max Mosley has indicated that no steps will be taken to strip the cheating team of any points, but that he would have a serious talk to the teambosses of the team in question.

It is also suggested that the official announcement naming the cheating team, will follow when the FIA is certain that their case is strong enough to win in a courtroom situation, allthough Mosley indicated the opposite.


Mosley stamps down on electronics



FIA President Max Mosley has launched a new campaign against the use of sophisticated electronics and software used by Formula One teams to ‘hide’ banned driver aids.
Mosley’s new plan comes at the revelation of a cheating attempt last year by an unknown team, which exploited the ingenious ‘Black Box’ to conceal an illegal device.

‘Over the winter it came to our notice that something had been going on which we believe was wholly unacceptable,’ said Mosley, in a press conference at the San Marino Grand Prix last weekend.

‘As you know, we download all the team’s computer programs, and we keep records (electronic fingerprints), so we are able to conduct a continuous audit. This demonstrated that something had slipped through the net.

‘I am not about to name names or to identify the team involved, but this incident showed that we could no longer make the assumption - one which we had always made in the past - that major companies would not be involved in actions that were blatantly against the rules.’

The offending team was lucky not be thrown out of the Championship, but the discovery of its transgression only became known during the preseason. Mosley said the Governing Body was waiting until it was ‘good and ready’ to speak with the outfit.

‘Nothing has been said yet, because we are waiting until we are good and ready,’ he said. ‘And we will have a little discussion. We aren’t wasting time, because we know the deception has stopped. We need a few more facts, which we expect to find by going back through our own records.’

Mosley has assigned a new taskforce to police the use of electronics with a zero-tolerance policy, using strict new detection methods. New scrutineering practices will come into force from the British Grand Prix in a little under two weeks.

‘We are no longer prepared to take anything on trust in this matter,’ he said. ‘Previously, we had thought that no major company would be prepared to be involved in a deceit of this kind.’

Mosley’s first plan of attack has been to ban the use of electronic pit-lane speed limiters - the devices used to control the car’s speed via a button in the cockpit to comply with pitlane speed limits during practice and the race. It is believed the limiters could be used as a ‘cover’ for launch control - the banned driver aid which helps drivers get the best possible start with minimal wheelspin.

The new embargo on the limiters is likely to give drivers and team headaches as they try to control their speed in the pits using only the accelerator pedal on the floor. Doubtlessly, more stop-go penalties will occur as a result of drivers aiming to get in and out of the pits as quickly as possible whilst trying to remain within the 80 km/h speed limit using only their foot.

When asked why electronic rules could not be made more open, and thus avoiding the complicated bans detection techniques and other restrictions, Mosley said Formula One should remain a ‘human contest’ rather than a battle of machines.

‘We took the decision six years ago to make sure that it was a human contest,’ he said. ‘We were prepared to accept the high technology, but only as long as the driver had to control the car himself.

‘The only way to ensure that the driver does all the work himself, without assistance from a computer as his electronic co-driver, is to keep a very careful check on the electronics. This in itself is an enormously laborious process. At the moment we could probably eliminate 80 percent of our work on this subject if we were to permit traction control.

‘Many of the teams believe traction control should be permitted, because it would make life much easier for them. The FIA, on the other hand, believes that a driver has three fundamental skills. These are: steering the car, using the brakes and - in a high-powered machine like Formula One - controlling its acceleration.

‘If traction control were to be permitted, even a driver with comparetively modest skills would be able to floor the throttle coming out of a slow corner in the wet, and the electronic system would take car of any problems. The great skill is getting the maximum acceleration, when you have what is in effect unlimited horsepower, under difficult conditions.’

Mosley added that allowing traction control would take the skill out of driving a Grand Prix car, and argued that by re-introducing it would open the door to other driver aids, such as automatic braking systems.

‘By permitting it, we would therefore eliminate one of the three fundamental skills involved in driving a racing car. Having done that, why not introduce another concession, for example full electronic braking? The computer would calculate the effect of decreasing fuel load and aerodynamic load and other factors, and the extraordinary skill required of a top racing driver to do these things for himself would be eliminated.

‘Instead of driving the car, he would merely press a button as he approached the corner, leaving the computer to apply the brakes at the right moment at the right pressure.

‘The computer would also do all the gear changes, it would correct the steering in the corners - and a mediocre driver would be able to drive almost as fast around any corner as the best driver in the world.’

The FIA’s present philosophy is to give drivers machines incorporating as much high technology as human ingenuity can provide.

‘The car can be very powerful, and it can have astonishingly effective aerodynamics, but the driver must drive it by himself, without a computer helping him - that is what differentiates between the best drivers and those who are less good,’ said Mosley.


The Black Box - electronic ingenuity

At the centre of the electronic controversy is an incredibly clever piece of electronic engineering. Known as the ‘Black Box’, it is the ‘brains’ of the Grand Prix challenger.

Tag electronics, the company within the TAG McLaren Group - where the McLaren Grand Prix team also exists- designs and builds the black boxes, supplying them to several teams on the grid. Magneti Marelli, the Italian firm, is also responsible similar devices.

A unit no bigger than a hardback book, the black box manages the engine, gearbox, throttle, clutch, differential, power steering, and brake balance, just to name a few. It is also the data-logger, gathering vital information about the engine and chassis from many sensors fitted to the car, and governs the high-speed telemetry, transferring some 20 megabytes of data from the car to the pits at 4 million bits per second. Four megabytes of detailed information is also sent into pit computers as the car passes a designated point on the pit wall.

And the box is managed by complicated software, with capabilities to conceal driver aids such as traction control, by measuring engine speed at two different points - the crankshaft and camshaft - and thereby getting a measurement of the engine’s acceleration. From those two figures, it can deduce when the rear wheels are spinning, and in turn adjust the fuel mixture and ignition timing to reduce wheelspin.


Nick Raman, Daily F1 editor

Return of Traction Control
May 26th 1998

The ban on traction control, implemented at the end of 1993, could be lifted allowing Formula 1 teams to take advantage of the electronic driver aid once more.

Teams have been lobbying Max Mosley, the president of the sport's governing body, the FIA, to allow the device in the wake of concern that it cannot be policed effectively.

Many engineers feel that the system, which was banned under a catch-all regulation that demands that the car be under the control of the driver at all times, is too easy to replicate and as a result it may be legalised.

One top engineer said: "We think people are running it already and that it is not being policed as well as it might be. The FIA does not stand a chance."

And a top team boss said: "There is a general feeling that some teams are using devices that are sophisticated but legal, and which could well emulate traction control.

"A lot of people would like to see it allowed. It's not a particularly expensive technology, and if someone is focused on circumventing the rules and can live with their conscience, they could do it. So it would be better to allow it."



Traction Control Rumours Grow
July 1st 1998

Some Formula 1 teams may be using banned electronic driver-aid systems during the course of Grand Prix weekends - that is the fear of some leading engineers. Worries exist that teams are using full traction-control on Friday practice to gather information which they use to programme their electronic engine management systems.

Traction control, which controls wheelspin and is said to be worth up to a second a lap, is illegal. Fears have arisen because of the way some cars are behaving on the track and the fact that the FIA rarely checks cars on Friday. Teams have been lobbying the FIA to make traction control legal for some time because they believe it cannot be effectively policed.



FIA Resist Traction Control
June 3rd 1998

FIA is unlikely to legalise traction control, stating that it is confident it can police the outlawed system.

Teams have been trying to persuade FIA president Max Mosley to allow traction control (banned since the end of 1993), following fears that some teams are already running forms of the computer controlled driver aid. There are claims that teams can now hide the necessary software deep in the electronic brains of the cars in places where the FIA cannot find it.

FIA has sent to the F1 teams the re-written rule book it has been working on since April. The rules are essentially the same but are now more detailed. Anything not mentioned will be illegal.


Traction Control Return Unlikely
00.00 GMT. Friday January 14th 2000

Despite the majority of todays teams being in favour of bringing back traction control to Formula One, Max Mosely confirmed today that he opposed the idea.

"The teams want to bring it back in but we're increasingly coming to the view that would be a mistake,'' he said. "If we were to allow electronics, cars would virtually drive themselves very, very quickly and we have to ask ourselves is that what we want? And if it isn't, where do we draw the line?"

"The logical place to draw the line is traction control and that is where we have drawn it at the moment.''


McLaren Angry at Protest Leak
July 25th 1998

The world championship-leading McLaren Mercedes team is planning to protest against alleged use by rivals Ferrari of a banned traction control system, it was learned Saturday.

McLaren team principal Ron Dennis would not expressly confirm the protest, but said he was "bitterly disappointed" that news of a possible protest by his team had been leaked to the media by Ferrari.

Dennis claimed there had been a preseason "code of conduct" agreement between the two teams to keep such matters private until action was taken formally.

Ferrari team boss Jean Todt denied an such agreement existed, and said Dennis had met him publicly this weekend to inform him of the planned protest.

Todt said he wished McLaren would lodge the protest quickly so that Ferrari could be cleared of the insinuations it was using a banned system.

Traction control and other sophisticated electronic devices were banned by the ruling body some years ago to keep the emphasis on driver skill.

Dennis and others have claimed recently that other teams were finding ways of getting the traction control effect, which greatly improves acceleration and control in the wet, through computer engine management systems.



Schumacher Dismisses Ferrari Driver Aids
July 12th 1998

Michael Schumacher has dismissed rumours that his Ferrari team is running a form of illegal traction control and told his accusors: "We're not cheats." The double world champion, whose title campaign in 1994 was clouded amid rumours that his Benetton outfit were using a launch-control system, has made it clear that he is fed up with the constant talk about his Ferrari.

"I've not cheated in 1994 nor this year. You simply can't do it but it does upset me what is said," he explained. "There is simply too much money involved and there are too many big groups behind us like Ford in 1994 and now Ferrari. Imagine that we did something against the rules.."



Policing System for Traction Control
April 23rd 1999

It is hoped a new policing system to be introduced by the FIA at the San Marino Grand Prix will appease Formula 1 teams concerns about traction control .

There have been implications this season by some teams and drivers that rivals may have systems that emulate the device. It reduces wheelspin out of corners and is banned as an illegal driver aid.

The new control will require all teams to provide their software for screening before a race. The FIA will then provide a password, without which the computer systems will not work.



Teams Fear New 'cheat' Method
September 9th 1998

Leading F1 engineers fear that some teams have found an ingenious way of cheating.

Sources say that electronic driver-aids such as traction control could be activated by remote control during a pit stop.

Although rules ban teams from transmitting data to a car while the car is on the track, it's understood that the FIA has ruled that it is permissible to send data to the car during a pit stop.

Possibilities for abuse of the system are enormous, and these concerns have been voiced to the FIA a source has told us.

If teams have found this loophole, it could mean that systems could be switched on and off during a race.

This could put under suspicion some teams and drivers who in recent races in have set extraordinarily quick lap times in the middle of the race.

It is understood that nearly all teams have traction control systems in their software, but that they are not active. However, if they are there, it can take as little as the press of a button to arm them.

Despite some teams lobbying for traction control to be legalised on the grounds that the FIA cannot police it, the FIA insists it can and is adamant it will remain illegal.




'I'm not a Cheat'says Schumacher
August 18th 1998

Michael Schumacher denied that he cheated his way to the 1994 World Championship.

His comments follow an argument, which only became public last week, between Ferrari and McLaren about illegal driver-aid systems.

'I would never use an illegal system because there are too many big players involved in F1,' said Schumacher. 'In 1994 we didn't have anything illegal, but there was so much talk about it that it became like the truth. I was really upset.'

'Engineers try to get the best out of what you are allowed to do. You develop something that gives you a little support, and it may come out something similar to traction control but it is not traction control.'

Benetton was cleared in 1994 of using an illegal traction control system on the B194, which beat Damon Hill's Williams to the title.



Driver Aids Face More Limits
December 16th 1998

F1's governing body have moved to further a clamp down on driver aids.

The rules governing engine and differential control systems have been tightened up for the 1999 season. Teams are now allowed to use only one electronic engine map each time a car is on the track which should limit the teams' ability to emulate traction control systems that prevent wheelspin.

These were banned in 1993 but have remained an issue of contention. There were claims this season that some teams were using systems that went a long way towards replicating traction control.

Next year, drivers will no longer be able to adjust engine mapping and engines will have to run compromise programmes to suit an entire lap.

New rules governing differentials should also limit further development in that area. Twin-clutch diffs, which allow teams to use torque to steer the car, have also been outlawed



Testing Continues for Ferrari
22.30 GMT. May 14th 1999

Ferrari is continuing to test while the Monaco Grand Prix is already underway as if nothing is happening. Today, while the rest of Formula One has a day off in Monaco to accomodate the market opening hours, Michael Schumacher was testing at Fiorano, Ferrari's private test circuit .

Schumacher left Monte Carlo yesterday afternoon to fly from Nice to Bologna. Schumacher tested a new electronic system which should help both Ferrari drivers during the start of a race. It's not fully clear what the system does, but it is expected to prevent wheelspin, though it does not qualify as traction control.

Schumacher completed 15 laps in the car that will be shipped to Monaco this evening to become Eddie Irvine's T-car. The German also did 10 practice starts to test the new system. His best laptime was 1:01.895, only 0.377 down on the 1999 track record for the F399.



11/27/97.

Technical Rules Clarified
The throttle systems that have been introduced this season by teams such as Ferrari have been banned by the FIA from the start of next season.

FIA decided that this was too close to the traction control systems that were outlawed for 1994.

In the same meeting it was decided that pre-programmed electronic brake balance changers may stay, but only alter the balance front to rear rather than side to side.

It was also decided that grooved tyres would be tested before, rather than after, use and the construction of the tyres would have to be such that no performance advantage could be gained fron running tyres with the grooves worn down.



March 6th 1998

Row over Legality of McLaren Car
Six Formula One teams on Friday signed a letter which questioned the legality of the McLaren car expected to be one of the pace-setters in Sunday's season-opening Australian Grand Prix.

The teams, led by Ferrari, wrote to the sport's ruling body, the International Motoring Federation (FIA), for guidance about the high-tech braking system used on McLaren's car, one of the six team bosses told Reuters.

They claim McLaren are using a potentially dangerous braking system which, in addition to not conforming with the latest technical regulations, also gives them illegal traction control and power steering.

This, it is claimed, makes it possible for the McLaren MP4/13 car to enter and exit corners in a more balanced way and thus gives the team an unfair advantage.

The system, which gives McLaren's drivers the means to control the braking balance applied to individual wheels, is a high-tech form of skid-braking.

McLaren, whose lap times in pre-season testing suggested they may be poised to enjoy their best year since the late 1980's, denied their cars were irregular in any way.

"I have no worries about this at all," said team chief Ron Dennis. "We have done a belt-and-braces job during development of the system and had our car checked all the time.

"There is nothing wrong at all. In fact, several other teams have something similar for their cars."

Arrows, Benetton, Ferrari, Jordan, Sauber and Stewart are understood to have joined in signing the letter which was sent to Race Director Charlie Whiting.

The row threatens to overshadow the opening race of the year and could lead to other teams copying the McLaren system -- or an official protest.

Benetton chief executive David Richards, asked about the controversial 'third pedal' system in the McLaren cars, said: "When you get into technical issues like this they tend to go over my head.

"It is obviously an innovative idea, but I am not sure what to say about the legitimacy of it. That is an opinion that I prefer to leave to our technical people.

"The only question mark to be raised is that it only increases costs when one team introduces some engineering novelty which forces everyone else to follow suit."

Williams, having seen that McLaren were developing the system late last year, have also gone ahead with a similar system.



FORMULA ONE REGULATIONS, RACE RULES AND SIGNALS about; Driver Aids;

Electronic aids such as traction control and active suspension are not
allowed, nor are anti-lock power brakes, four wheel drive or supercharging
the engine.

Drivers are allowed to download electronic data, but no changes can be
made to the car from the pits during the race.

Electronic differentials may now only use the actually measured torque, and not the "theoretical" engine torque.

The maximum recoverable energy stored in the car is now limited to an amount which could not be used to increase performance.



"I'm no Cheat" says Schumacher
July 11th 1998

Michael Schumacher has hit back at his growing army of critics by insisting: "I'm no cheat."

The German said his two drivers' crowns had been won fair and square - and blasted arch-rivals like Damon Hill and Jacques Villeneuve for being jealous of his status as the world's greatest driver.

Schumacher, expected to sign for Ferrari for another two years in a deal worth a staggering £50million, spoke out as he prepared to continue his bid for a third title at the British Grand Prix at Silverstone.

The 29-year-old won his drivers' championships with Benetton in 1994 and the following year amid rumours, never proven, that the team used some form of illegal traction control to boost his performance during races.

His ability to sustain a title assault with Ferrari in the last couple of seasons despite having an inferior car on both occasions has also raised eyebrows.

But he pledged: "I've not cheated - neither in 1994 nor any other time. You simply cannot do it, but it does upset me what is said.

"There is simply too much money involved - and there were too many big groups behind us, first Ford in 1994 and now Ferrari.

"Imagine we were doing something against the rules and if we were caught, the fuss that would cause. People would never believe you any more.

"There are people around who simply struggle to believe we are as good as we are, but I believe it's the nature of competition. When people win even though they have a slower car everybody believes they are cheating.

"I am always at the top; I can understand there are people who don't like to see me there. But I know what I do myself and I have no reason to be upset about what I am doing."


PRESS RELEASE FROM THE FEDERATION INTERNATIONALE DE L'AUTOMOBILE (FIA)
The World Motor Sport Council met today in Paris, under the Presidency
of Max Mosley, to hear and judge the following matters:

A Appeal by Mild Seven Benetton Ford against Stewards decision Number
3 for the exclusion of car No. 5 (Michael Schumacher) from the
results of the 1994 Belgian Grand Prix.

B The infringement by Mild Seven Benetton Ford of Article 6.5.1 of the
FIA Formula One Technical Regulations by deliberately removing a
filter from the refueling equipment supplied by the FIA at the 1994
German Grand Prix (Hockenheim, 31 July).

C The infringement by Marlboro McLaren Peugeot of Article 1.3 and 9.2
of the FIA Formula One Technical Regulations and Article 45 of the
FIA Formula One Sporting Regulations by fitting car No. 7 with a
fully-automatic upchange gear facility at 1994 San Marino Grand Prix
(Imola, 1 May).

Case A:

After hearing the defense of Mild Seven Benetton Ford and
completely reviewing the entire case, the FIA World Motor Sport
Council could not find any reason to interfere with Steward's
decision Number 3.

Mild Seven Benetton Ford car No. 5 driven by Michael Schumacher
therefore remains excluded from the results of the 1994 Belgian
Grand Prix. The FIA World Motor Sport Council is, however,
satisfied that Mild Seven Benetton Ford made a mistake and did not
intend to infringe the regulations.

The FIA World Motor Sport Council noted that the skidblocks of
eight cars were checked after the race and that seven of these
complied with the regulations.

Case B:

It emerged during the hearing that there was a possibility that
the company which supplies the refueling equipment,
Intertechnique, had authorized another competitor (Larrousse) to
remove its filter, as early as last May.

The World Motor Sport Council was told that a junior member of the
Mild Seven Benetton Ford team - on his own initiative - removed
the filter from the Benetton refueling equipment without
consulting the team Director.

The World Council noted that during the investigations into the
German Grand Prix fire Mild Seven Benetton Ford made no attempt to
conceal the fact that they had removed the filter despite ample
opportunity to do so.

Mild Seven Benetton Ford undertook to make substantial management
changes so as to ensure that a similar event could never happen
again.

Under these circumstances the FIA World Motor Sport Council
decided that it would not be appropriate to impose a penalty on
the Mild Seven Benetton Ford team.

Case C:

The FIA World Motor Sport Council found that the gearbox control
device fitted to car No. 7 (Mika Hakkinen) Marlboro McLaren
Peugeot at the 1994 San Marino Grand Prix was in breach of the
Formula One Technical Regulations.

However the FIA World Motor Sport Council was satisfied that
McLaren had fitted this system believing it to be legal according
to their interpretation of the rules. They did not intend to
infringe the regulations.

McLaren and any other team with such a device will be required to
remove the up-change facility prior to the Italian Grand Prix and
any similar down-change facility prior to the Portuguese Grand
Prix.

The World Motor Sport Council upheld the fine of $100,000 imposed
on the McLaren team on 26 July for delay in supplying the source
codes. The World Motor Sport Council did not accept as a good
enough reason the fact that the team itself had difficulties in
acquiring the source codes from the company supplying them. The
World Council recognized that the delay was not due to any
intention by McLaren deliberately to conceal any feature in its
software.

The World Council noted that during the course of the
investigation, LDRA Ltd discovered a bug (fault) in the McLaren
software which was producing a power loss in the engine (due to a
faulty signal from the gearbox control unit to the engine control
unit). McLaren will now be able to correct this problem.

Paris 7 September 1994


traction control formula1.co.uk archive:

25/07/98 Ferrari traction control

Here we go again - McLaren believe that Ferrari are using some form of traction control and is planning to put in a formal protest on Sunday. Ron Dennis would not expressly confirm the protest, but said he was "bitterly disappointed" that news of a possible protest by his team had been leaked to the media by Ferrari.

Dennis claimed there had been a preseason "code of conduct" agreement between the two teams to keep such matters private until action was taken formally. Ferrari team boss Jean Todt denied an such agreement existed, and said Dennis had met him publicly this weekend to inform him of the planned protest. Todt said he wished McLaren would lodge the protest quickly so that Ferrari could be cleared of the insinuations it was using a banned system. (Racing News)



03/06/98 Traction control to remain illegal

Despite requests for many Formula One teams, the FIA has stated that traction control will remain illegal in the series. The teams had argued that the ban could not be policed effectively and therefore should be reinstated. The FIA disagreed, saying that they could police it effectively.

Traction control was banned at the end of the 1993 season, as it was believed to reduce the levels of driver skill required.



11/07/98 Ferrari back to reality?

Michael Schumacher was left facing a huge task after Fridays practice sessions at Silverstone. Ferrari had expected to be with a tenth or two from the McLarens of Mika Hakkinen and David Coulthard. As it was, Coulthard was over a second fastest from the fastest Ferrari of Eddie Irvine. Schumacher was left in 7th position after the session as the F300 seemed to suffer from a loose rear end. Irvine’s Ferrari seemed to handle much better and it is likely that the German former champion will use Irvine’s settings on Saturday - should it not rain....

Meanwhile, I am sure I am not the only person at the circuit who noticed something odd about Johnny Herbert’s Sauber. Whenever the English driver accelerated hard, the engine seemed to misfire, but only in 3rd and 4th gears. Now I am not suggesting that Sauber were running the car with traction control, but it was noticeable that the Sauber did not oversteer on hard acceleration. The same could not be said for the sister car of Jean Alesi……



10/08/98 Ferrari working overtime

Ferrari have been testing incredibly hard since their Hockenheim humiliation, where the team could only manage a best of 5th place. Michael Schumacher completed in excess of 1200 km in just three days while he worked on aerodynamic modifications and setup changes on the F300. In addition time was given over to the testing of yet more new Goodyear rubber. Goodyear racing manager Tony Shakespeare visited the Fiorano track during the test to oversee the tyre testing. "We are doing everything to help Michael get the championship". Schumacher said after the test : "We have found some things to improve on, and in past few days we have made some small steps forward. For Hungary it looks pretty good…"

There have been rumours that the team has been forced to remove some sort of complicated electronic throttle application software, as a result of McLaren’s allegations that the team were in effect using traction control, which has been banned since the end of 1994. Some say that this explains Ferrari’s traction problems in the stadium section of the German Grand Prix where the F300 visibly lacked rear end grip. The team deny these allegations.




21/01/99 Are driver aids dead?

At the end of the 1993 Grand Prix season, the FIA decided that driver aids would be banned from the series as they reduced the level of skill required by the driver. Traction control, ABS braking systems and active suspension were dropped for 1994. Last year the FIA approved the McLaren "brake steer" device, which helped the car turn into the corners more effectively. Following protests led by Ferrari, the device was banned.

For 1999 Benetton have talked up their championship hopes, partly as a result of a number of innovations on their smart looking B199 chassis. The first innovation is the Front Torque Transfer system (FTT) which helps reduce the likelihood of an inside wheel locking on entry into a corner. The system senses the speed difference between the two front wheels and torque is transferred from the inner wheel to the outer wheel.

"We felt if we could improve the stability under breaking, and brake deeper into corners, it would improve our racing ability," said technical director Pat Symonds. The efficiency of the system is unclear, but other teams are believed to be working on similar systems. Should the Benetton 199 prove to be quick out of the box, it will surely be only a matter of time before rival teams shout foul and the FIA ban the system - despite the fact that it is clearly within the rules.



09/03/98 Braking Systems

It is rumoured that Williams driver Heinz-Harald Frentzen, who finished on the podium alongside the McLaren drivers, used a similar controversial braking system as the all conquering McLaren’s at Melbourne. Only Williams, Prost and Minardi refused to sign Ferraris’ petition against the use of the stability braking systems, given to the FIA on Friday. Head and Williams both dismissed claims that the McLaren car was using a questionable high-tech braking system to gain superiority. "We are all doing it - we certainly are," said Williams.

The controversial "third pedal" enabled the driver to control the rear brakes of the car independently, thus providing greater stability at the turn in of the corner. Arrows boss Tom Walkinshaw claims that the system acts as a four-wheel steering system and is therefore illegal.


Teams concern over Traction Control

Traction Control systems were outlawed on Formula One cars at the end of 1993, along with active suspension and other "gizmo’s." The concern now is the new rule clarification regarding fly-by-wire throttles.

Many teams including McLaren have expressed concern at the amount of traction that the current Ferrari chassis is able to generate out of slow corners. While no one has publicly accused the Italian team of bending or breaking any rules there are a number of team owners who are commenting on Ferrari’s return to form. Patrick Head said: "I assume that whatever Ferrari is doing must be well within what is allowable in the new regulations, but I think it was remarkable to see the degree of traction that the Ferrari has out of the final corner at Magny Cours. And there were some pretty funny noises coming from the car as it came out of that corner [Adelaide]."

Ron Dennis of McLaren added: "There is a possibility that pit-lane speed limiters were used to achieve a form of traction control at Magny Cours. I think it may have happened, but I don’t think it will happen again." The FIA claim that Ferrari underwent extensive software checks after the event - no anomalies were found. Following the rumours Ross Brawn said: "Well, it’s news to me - if people looked at proper evidence, rather than what they would like to believe." A firm denial if eve I heard one….

It is not the first time that a Schumacher / Ross Brawn car has raised suspicion over traction control. Ayrton Senna said after retiring and watching the 1994 Aida race in Japan, that there were two very different Benetton’s out on the circuit. Lets hope this isn’t a repeat of the 1994 fiasco.


Traction Control System

Traction Control: An electronically-controlled clutch allowing the car to accelerate as fast as possible without losing traction and the wheels spinning. This system was outlawed in the 1994 season.

I'm no cheat, says Schumacher

[Michael Schumacher has dismissed rumours that his Ferrari team is running a form of illegal traction control and told his accusors: "We're not cheats." The double world champion, whose title campaign in 1994 was clouded amid rumours that his Benetton outfit were using a launch-control system, has made it clear that he is fed up with the constant talk about his Ferrari.

"I've not cheated in 1994 nor this year. You simply can't do it but it does upset me what is said," he explained. "There is simply too much money involved and there are too many big groups behind us like Ford in 1994 and now Ferrari. Imagine that we did something against the rules.." ]

SILVERSTONE, England (Jul 11, 1998 - 11:39 EDT) - Former world champion Michael Schumacher hit back at his critics and rival drivers on Saturday, insisting he has never cheated during his controversial Formula One career.

The German insisted his two drivers' crowns had both been won fairly while launching an attack on archrivals like Damon Hill and Jacques Villeneuve for being jealous of his status as the world's greatest driver.

Schumacher, expected to sign for Ferrari for another two years in a deal worth a staggering 50 million pounds ($85 million), spoke out as he prepared to continue his bid for a third title at Sunday's British Grand Prix.

The 29-year-old won his drivers' championships with Benetton in 1994 and the following year amid rumors, never proven, that the team used some form of illegal traction control to boost his performance during races.

Schumacher's ability to sustain a title assault with Ferrari in the last couple of seasons despite having an inferior car on both occasions has also raised eyebrows.

"I've not cheated -- neither in 1994 nor any other time. You simply cannot do it, but it does upset me what is said," he said.

"There is simply too much money involved and there were too many big groups behind us, first Ford in 1994 and now Ferrari. Imagine we were doing something against the rules and if we were caught, the fuss that would cause. People would never believe you any more."

Schumacher has also come under fire from his fellow drivers for a series of incidents stretching back to last year's finale when he tried to force Villeneuve off the track.

Fellow German Heinz-Harald Frentzen called for him to be kicked out of the Grand Prix Drivers' Association after a spat in Canada, while both Villeneuve and Hill have claimed Schumacher thinks he is above the sport.

But Schumacher is unrepentant and said: "They are just frustrated. It's a particular group who are not very successful at the moment.

"Imagine you were world champion last year and then you struggle to get into the points. Suddenly you make mistakes like Jacques has.

"People like Heinz-Harald and Jacques should be rather quiet when you look back to Suzuka 1997 when they did something I would call even more dangerous. They came out of the pits and almost pushed myself and Eddie Irvine off the track. They have short memories. But people are just jealous."



The Traction Control System is one of over 2,000 separate components in today's vehicles.
DEFINITION:
System designed to limit wheel slip to improve handling.

ADDITIONAL INFORMATION:
For information on how to diagnose, troubleshoot, repair and replace your Traction Control System, visit the ALLDATA Internet site.



03/06/98 Traction control to remain illegal

Despite requests for many Formula One teams, the FIA has stated that traction control will remain illegal in the series. The teams had argued that the ban could not be policed effectively and therefore should be reinstated. The FIA disagreed, saying that they could police it effectively.

Traction control was banned at the end of the 1993 season, as it was believed to reduce the levels of driver skill required.




TRACTION CONTROL

oktober 1999:In a German Sport Bild magazine a former F1 driver Christian Danner has raised suspicions that maybe the Ferraris barge boards were just a cover up for something bigger. You guessed it, tadaa, traction control...

He wonders how the two Ferraris (in Malaysia) could be in a totally different league than the rest of the field and especially coming out of slow corners they were able to open the throttle 8-9 meters earlier compared to other cars without any steering problems.



The 1999 engine will be the V10 called 048, the latest achievement of Scuderia Ferrari-Marlboro's engine technology. A Ferrari V10 at its best, with all the technologies currently available in Maranello disposed and used at the maximum level possible. It will be a powerful and reliable engine, infact, insiders of the Maranello factory even rated the new V10 engine as: "It will be the best Ferrari engine ever built."

"048" is the official name given by tradition to all the Ferrari F1 engines (it is the 48th f1 engine ever built). It has been concieved to fit in a "F650", transformed in relation with the engine projectists' requirements. Aerodynamic engineers achieved that the engine's functionality will not be sacrified for an extremely advanced air cutting. The chassis will have a wider and differently shaped air intake in the sidepots and an improved air intake above the driver's head. McLaren demonstrated that this solution is very important to clean the air's run in that part to improve the engine's preformance.

"048" will be the most advanced engine produced by Maranello so far, and maybe the last evolution of the V10 generation. Reliable sources within the Ferrari team, report of an experimental V12 tested and developed inside the factory of "Via Ascari".

Scuderia Ferrari-Marlboro is working on the developement of a legal device which will control the engine's power when the wheels begin to spin. Software will calculate the RPM, keeping them stable into the resistance limits of all the engine accessories, a kind of save-engine device. The Italian Magazine 'Autosprint' confirmed what we found out in october: the "048" will have a double start-up system, "Twin spark", and direct injection where the injectors blow directly into the combustion room.

Scuderia Ferrari-Malrboro's chief designer Rory Byrne was asked to design the engine 25 mm closer to the driver compared to the current F300. These developements will cause that the long-wheelbased "F650" will be closer to the surface, which will increase the natural downforce of the car. With the engine located closer to the driver in the "F650", the car's balance would be better which will result in easier handling of the car.


Montre-AL
Member posted 11-15-1999 15:27
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Morning all
Traction control eh? I think the problem with trying to sort out the questions surrounding the use of TC is that we think it's a "quantum" type of system - you know - either you've got it or you don't. TC is actually a continuous series of engine/drivetrain parameters that can override driver input so as to maximize braking, cornering, and acceleration. I think that all the major teams have some form of TC that verges on the limits of legality! They develop it within that 'grey zone' inevitably created by the tech. regs.. Some (this is for you Frans) also develop TC systems that cannot currently be uncovered by FIA inspectors and equipment. There's kind of a cat & mouse game being played between FIA and the teams with the former always one slight step behind.
TC is an affront to racing and the only way to rid ourselves of it is for the FIA to stop technically defining what TC is and how they think it works - but instead simply define the principle of TC and enforce its banishment with cold ruthlessness. If you specify to an engineer how and why a device is illegal he/she will simply design one that achieves the same objectives but in a different way. If, however, you declare the objective illegal no circumvention could possibly be found legal with the certainty required by team managers who have to justify million dollar car developments. That's my penny's worth.



Personally I think that all the teams have it.

And why? Because, if the FIA has rules such that you can control the differential electronically and you can monitor several things happening in there (you can check from the rules, which values were the allowed ones). So I think that it is a piece of cake to control the traction of the rear wheels with the same piece of software, and destroy the illegal part of code when some key condition is reached (number of lap or some signal, or Bernie too close.... )

This is pretty cynical point of view, but I think it's quite possible.




This topic brings me good memories from the past, so here it goes:
Michael has not always been a star, but I am sure most of you are surprised to see these results:

German Touring Car Championship (DTM) with Zakspeed Mercedes-Benz 190E 2.5

14 Oct 1990 Hockenheim (Heat 1) qualifying: 15th, race: DNF
14 Oct 1990 Hockenheim (Heat 2) qualifying: [15?], race: DNS

30 Jun 1991 Norisring (Heat 1) qualifying: 19th, race: 24th
30 Jun 1991 Norisring (Heat 2) qualifying: [19?], race: DNF

4 Aug 1991 Diepholz (Heat 1) qualifying : 21stt, race: DNF
4 Aug 1991 Diepholz (Heat 2) qualifying : [21?], race: 14th

Good old Michael did not exactly set the world alight with his Mercedes-Benz. This is something those of you who insist that given a Merc Michael would humiliate everybody else should took note of

A better effort by Michael is also this gem from 1988:

European Formula Ford 1600 Championship, 1988
1. Mika Salo 80
2. Michael Schumacher 50
3. M Wagner 45

I suspect one reson for these less illustrious career moments is that the guy does not like to use manual shifting.




>>>>Eddie after Suzuka: at http://www.raisport.rai.it/eventi/f199

In the last race I couldn't do anything because I was missing the undertray which I had used in Malayasia and Nurburgring. But the championship was lost at Silverstone, at nurburgring, in France, at Monza. At Suzuka Hakkinen's car was perfect. Ferrari didn't put on the underflow that we used in Malayasia. When I saw that it was missing...so important for the stability in turns/curves I immediately understood that at Suzuka I had no chance.




In 1998, Adrian Newey was interviewed, and the question about the alleged Ferrari tractioncontrol was asked. This is the essence of his reply:

"I am absolutely sure that Ferrari has a solution that provides similar effect like traction control. But I am also as sure that the solution is within the letter of the rules."




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Motion and Traction Control System
Primary Function.

A conventional front wheel drive automobile has two steerable drive wheels and a differential to relax the constraint between the two wheels. Automobiles exist with four wheel drive, four wheel steering, and computer controlled breaking systems. The trend is toward four computer controlled steerable drive wheels. When a vehicle with two or more steerable drive wheels is traveling in a circle about an instantaneous center of rotation, the motion of the wheels is constrained. The wheel translational velocity divided by the radius to the center of rotation must be the same for all wheels. When the drive wheels are controlled independently using position control, the motion of the wheels may violate the constraints and the wheels may slip. Consequently, substantial errors can occur in the position and orientation of the vehicle or the vehicle can lose traction. A vehicle with N steerable drive wheels has (N - 1) constraints on the wheel velocities and one degree of freedom.

We have developed a new approach to the control of a vehicle with N steerable drive wheels. The novel aspect of our approach is the introduction of variables to control the constraint forces. To control the vehicle, we have one variable to control motion and (N - 1) variables that can control the constraint forces to reduce errors. Recently, Kankaanranta and Koivo developed a control architecture that allows the control variables for force and position to be decoupled. In the work of Kankaanranta and Koivo the control variables for force are an exogenous input. We have made the control variables for force endogenous by defining them in terms of the slip (the errors in satisfying the constraints. We have applied the control architecture to the HERMIES-III mobile robot and have measured a dramatic reduction in error (more than a factor of 20) compared to motions without constraint force control.

Describe how your product improves upon competitive products or technologies.

The product is a motion and traction control system for a vehicle with two or more steerable drive wheels. We can demonstrate the benefits of the system by running a vehicle with and without the system. The experimental vehicle is the HERMIES-III mobile robot, which has two steerable drive wheels. For the first set of experiments, the vehicle rotated by 120 degrees about an instantaneous center of rotation [the point (2 meters, 2 meters) in the vehicle coordinate system]. The radius from the right wheel to the center of rotation is 3.1100 meters, while the radius from the left wheel to the center of rotation is 2.5728 meters. During the motion, the ratio of the wheel velocities (and of the total distance traveled by each wheel) should be equal to the ratio of the wheel radii: Ratio = 1.2088.

The second set of experiments was a slant movement of the vehicle for ten feet at a 30 degree angle. For the second experiment, the wheels should move equal distances at equal velocities and the Ratio = 1.0.

We performed each experiment four times (a total of eight cases). For half of the cases the control system was inactive and for the other half the system was active. The four cases for the first experiment are numbered: Case 1 to Case 4. The direction of the rotation alternates between positive and negative. For Cases 1 and 2, the control system was inactive and the errors were about 5.5%. For Cases 3 and 4, the system was active and the error was reduced by more than a factor of 20 to about 0.2%.

The four cases for the second experiment are numbered: Case 5 to Case 8. The system was off for Cases 5 and 6 and on for Cases 7 and 8. Without the system, the errors were more than 8%. With the system, the error was reduced by more than a factor of 40 to less than 0.2%.

Principal Applications. Describe the principal applications of this product.

The product is a motion and traction control system for a vehicle with two or more steerable drive wheels. The steering angle and rotational velocity for each wheel are controlled by a computer. The vehicle follows a desired path that was determined by a human (turning the steering wheel and pressing the accelerator or brake) or by a path planning computer. As the vehicle travels along the path, sensors determine the steering angle and rotational velocity for each wheel. Given the sensor data and the desired path, the motion and traction control system determines the motion error (the difference between the desired and measured vehicle motion) and the wheel slip. The wheel slip can be caused by control errors or by road conditions (rain, ice, snow, mud, gravel). Using the calculated values for the motion error and the wheel slip, the system determines the torque for each drive wheel. Thus, if one wheel begins to slip on an icy road, the torque will be reduced on the slipping wheel and increased on the other wheels.










Ferrari satellite communication system

They say that wars start because of a lack of communication, that with more communication between two sides, argument, disagreement and dispute would never result in conflict. In Grand Prix racing, in what is perhaps a different kind of war, the latest technology in communications is now being used by one team to beat the others.

Scuderia Ferrari Marlboro have recently taken delivery of two Iveco trucks - one race team, one test team - containing equipment which allows them access to an entirely new weapon in the battle to win this year's World Championships. Both trucks have permanent, 24 hour a day satellite communication with the team's base in Maranello, Italy and this communication will allow the race and test teams to access data, use E-mail and personal communicate with engineers and decision makers back at the factory.

Thanks to the new system, decisions should be made more quickly, modifications consequently will result faster, lead-in times on the manufacture of new parts will be reduced, simply because communications will be greatly enhanced by no longer relying on whatever communications can be found at whichever circuit they are at, either for a race or testing.

It's the latest fruit in the 50-50 partnership between the team and their partners Telecom Italia, whose Telespazio satellite communication company and the Team Company, an engineering company specializing in computer technology, operate the system for Ferrari in Europe.

The system came on stream at the end of May with a team test in Barcelona, followed by another at Magny-Cours, a third at Monza, and then it was used properly for the first time at the French Grand Prix at Magny-Cours when the new truck, equipped with all the necessary technology, was used by the race team for the first time.

The basic equipment in the trucks is as follows. There are two modulators (there's two of everything in case of a failure), two converters and two transmitters, plus a single, roof-mounted two meter wide satellite dish which links to the Eutelsat satellite.

Massimo Pancini, one of the operators from Team, explains that the system is "similar to a normal television satellite system, except slightly more complex because it is able to carry data rather than just pictures.

"There are basically two features," he says. "The first is a network connection between computer systems. There is one system at the circuit which consists of the 40 or so computers, PCs and laptops in the pits, and this network is connected with the computers at Maranello. We can send data, telemetry and E-mail on this system. We download data every ten minutes to Maranello, so that an engineer can watch a car going round the circuit at Maranello shortly after the data analysis engineers do the same in the back of the pits at the circuit itself.

"It also allows engineers to access and update the database back at the factory, so that the use of each individual part on the car can be charted and 'lifed' even though the car may be running many hundreds of kilometers away. In this way, the factory can monitor what is happening to components and knows which components need to be replaced."

Meanwhile, Ferrari is very keen on E-mail; they've been using it extensively for several years, and some 800 employees are connected to the company's E-mail system, including sporting director Jean Todt and drivers Michael Schumacher and Eddie Irvine. E-mail can be sent instantaneously from one employee to another on the system without having to go through a local phone connection.

"The second feature is voice connection. Rather than use telephone lines installed at the circuit by the local phone company to allow team members to talk to their colleagues back at Maranello, anyone at the circuit can simply lift one of the telephones installed in the trucks and dial the extension that he would normally use at Maranello to phone a colleague back at the factory. Team members say that it makes them feel comfortable, as though they are at home."

However, the system's capabilities are almost limitless, in fact only limited by the width of the transmission band. Consequently, digital cameras are used to transmit pictures of car parts back to the factory for thermal tests. Similarly, engine noise can be sent back to the factory, while movie film could also be transmitted. Another possibility, at a later date, is video-conferencing between Jean Todt's office and the relevant team truck. Future possibilities should be considerable, making this exclusive new communications system even more valuable.

At present, the system is only useable in Europe, although with a slight modification and a portable communication system, it could be used in Japan and Canada, although South America and Australia are out of the reach currently. However, using another satellite link-up, they, too, could come on stream soon.

Obviously the system isn't cheap: it costs £250,000 shared between the partners. But the advantages are considerable, and it is clearly a powerful weapon in the battle to win this year's World Championship, obviously playing an important part in Ferrari's recent fight-back as major championship contenders.

Jean Todt, Ferrari's sporting director, says of the system that "it's easier for telephone communications for instance. It allows us to send information to Maranello much quicker. It's a step towards helping the team. It isn't going to make the car quicker on its own unfortunately, but it makes life easier. Slowly we will exploit its possibilities but at the moment, we're just getting used to it."










GLOSSARY: TRACTION CONTROL


An option on many cars today, especially sports models. When engaged, this device "senses" when a driving tire has no traction, and attempts to compensate by slowing the wheel movement. This is good for getting traction in an area where it may normally be hard to do so (i.e. snow, gravel, rain). Traction Control was developed in Formula One racing to control wheel spin as cars travelled through turns and on slick surfaces (oil) allowing consistent application of power and maintenance of control.




There are three types of traction control, and we'll briefly outline each system.

1) Limited-slip differential. This system transfers engine torque to the wheel that has the best traction in any given situation. It is not an electronic system, and generally doesn't perform as well as newer types of traction control. Modern limited-slip differentials are able to transfer power to the good wheel before slippage occurs, however, if both wheels are on a slippery surface, this system will leave you just as stuck as a car without it.

2) Brake System Traction Control. Working just like ABS in reverse, this type of system uses the same sensors and hardware that ABS does to apply the brakes and keep a wheel from spinning. Each wheel is individually controlled, making this setup a perfect match for a variety of slippery surfaces. Generally inexpensive and highly effective, this system is designed for low speed slippage. Because the braking components are used, higher speed slip control would generate too much friction and heat, damaging the braking components.

3) Drivetrain Traction Control. Our Thunderbird was equipped with this system, which ******* power delivery to the slipping wheel or wheels at any speed. Using the same ABS-type sensors as the brake system traction control setup, this one employs a processor that will do one of four things: (a) close the throttle, which is how the cheapest of these systems works; (b) cut the fuel supply; © ****** spark timing; or (d) shut down cylinders. The most advanced drivetrain traction control systems will do all of these things, plus push the accelerator against your foot to tell you it's working. Because this system cuts power in all slippery situations, a button is almost always provided to turn the system off for situations where slippage is desired.

Our experience with traction control has convinced us that it is one more in a series of important automotive safety breakthroughs. We highly recommend it, especially for people who commonly drive in adverse weather conditions.


Focus on Safety-Traction Control: Do you need it? Yes!

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We just spent several hundred miles behind the wheel of a Ford Thunderbird LX, equipped with Ford's magnificent 4.6- liter V-8 engine and traction control. The V-8 T-Bird is powerful, fast, and is driven by the rear wheels. This combination is fine for dry, fair weather climates and for conducting adolescent experiments that focus on the effects of heat and friction on rubber, but in the rain and snow a drivetrain such as the one in our Thunderbird makes for nightmarish driving conditions.

Not so in the Thunderbird with traction control. The system cuts power to the rear wheels as they slip, and gives the hefty T-Bird good grip in a variety of conditions. Fortunately, a button that shuts the system off resides in the center console for those times when wheelspin is a good thing, like rocking yourself out of the snowdrift, the plow left at the foot of your driveway, or terrorizing the neighbors with smoky 4,000 rpm burnouts at the stop sign...not that we condone that sort of thing.

Traction control is becoming as important a safety feature on modern cars as anti-lock brake systems (ABS) have, but like ABS, they require a shift in traditional driving styles to take advantage of their benefits. If you buy a car equipped with traction control, find a deserted and safe place to test out some of the characteristics of the particular system you have. Often, manufacturers will provide detailed instructions inside the owner's manual, which is that silly little book you got for free when you bought the car. It usually sits in the glovebox. Read it.






A FRESH CONTROVERSY IN THE OFFING?

Italian TV commentators were yesterday harping upon a green button on the right hand side of the McLaren steering, blatently suggesting that this is an electronic form of traction control and practically blaming it for the “silver arrows” domination.

This was, in turn, referred to by McLaren boss Ron Dennis. “Have you seen our drivers using a button on the steering wheel on TV? Now, we’ll be accused of having another illegal gadget,” he said, adding that it is a perfectly legal system which cannot be contested. He declined to qualify its function, however.

Ron Dennis was once again radiant after the team’s third one-two victory which proved his previous contention that the brake system, contested so vehemently by Ferrari, was not the cause of their outstanding performance.

With regard to team orders, Coulthard confirmed that Dennis had directed his drivers not to crash out of the race at the first corner. Although Hakkinen lead from start to finish without actually being challenged by his team-mate, this stands to be reviewed from the Argentine GP, the next on the calendar. The two drivers will be free to fight each other to the end.

The two drivers confirmed they encountered no problems during the race except for the tyres’ temperature that rose beyond the norm in the final stages of the race. This confirms the signs shown by the McLaren pits to both drivers to ‘cool tyres’.

Two races, two doubles - three if taking Jerez into account. “With the contribution of Bridgestone and Mercedes, Dennis pointed out, quickly adding that the team still has to improve, a frightening prospect.





12 MARCH 1998
FIA COULD INTERVENE TO REDUCE ENORMOUS GAP

McLaren has announced that a decision whether to retain their controversial agreement in Brasil or not will be taken before the GP itself. This could mean that the team will retain the agreement but not advertise it.

Beside collecting all the honours, McLaren has also been the centre of all controversies arising from the Australian GP. In addition to the “gentlemen’s agreement” between the drivers, the team’s innovative braking system has also received its share of criticism albeit it has been in use for practically half of the previous season.

“On our return from Brasil, everything will be reconsidered. The team’s objective has been and will remain the winning of the maximum number of points available”, a team spokesman said.

The FIA has already announced that the team will not be punished with regard to the drivers’ agreement. And with due reason - all the other teams adopt the same principle, primarily by having a number one and a number two driver, developing their cars to suit the driving style of their top driver and even making their second drivers protect their number one drivers during races, as happened last year with Frentzen and Irvine. In my opinion, this is more of a ‘sour grapes’ controversy.

In an interview with The Daily Mirror, Ron Dennis agreed that the other teams were irked at the fact that they had not developed a similar system which was both cheap and effective. Six of the teams in Australia submitted an official protest prior to the GP, asking the Federation to study the system which, according to them, amounted to an illegal traction control which could also be compared to a four wheel steering system.

McLaren replied that the system had been in use since the closing part of the previous season and that the FIA had been informed of the development to ensure that it was entirely in accordance with regulations. In fact, Ferrari was yesterday officially informed by the FIA’s technical director that “all four brakes may be operated independently from each other”.

However, Agencie France Presse yesterday stated that, should the enormous gap between McLaren and the other teams prevail in Brazil, the FIA could intervene to render racing closer.

The press reaction to the appeal
While many people are simply at a loss following yesterday’s decision to reinstate Ferrari after it was proved by the team that FIA were incorrect inn their measurement of the F300’s turning vanes, many newspapers around the world gave varying views…

"Ferrari profit proves F1 loss", proclaimed the Sunday Telegraph, adding that the result has: "left the sport open to ridicule and demonstrating its inability to police its own regulations…"

The Observer commented that there were no winners from a "sorry episode - The richest sport in the world has dragged itself through the mire and come up smelling exactly of what you would expect."

Finnish papers were philosophical, saying Hakkinen and his team had expected the decision to go against them to create a nail-biting finish to the season. Hakkinen's manager Keke Rosberg said on Finnish television: "Hakkinen was mentally prepared for that and will now concentrate on Suzuka."

Helsingin Sanomat, the country's biggest circulation went as far as to say the judges' decision appeared logical and honest. "It was a surprise, however, that the Ferrari team came out of the investigation with almost entirely clean bill of health…"

Over in Italy, the papers that had called for pretty much everyone to resign from the Ferrari team just six days ago and said: "Kick the guilty ones out, this stupidity can not be tolerated. Millions of Italians feel betrayed", now ran around saying how great it is that Ferrari will win the championship... so much for consistency...

"Ferrari triumphs" said Gazzetta dello Sport. "Ferrari, the world championship is yours"... Gazzetta dedicated six pages to the verdict. La Stampa ran a large front-page colour picture of fans holding a huge Ferrari flag. "Big red party, Ferrari flies towards the title," it said. "Ferrari has won another Grand Prix, that of the Paris court," la Repubblica said in a front-page editorial. "Everyone on the podium, from Montezemolo down, including the lawyers who proved as good as the technicians at Maranello," it said.

German papers, while reporting Schumacher's jubilation at the verdict, said the FIA had emerged from the affair with little glory. The Tagesspiegel newspaper said: "The bosses of the FIA can rub their hands and celebrate a pyrrhic victory." "The showdown of the season next week in Japan was everything, the credibility of the FIA was nothing," they added.

Bild am Sonntag said in an editorial: "The FIA has put a question mark over its own competence. It's a bit like robbing an apple, getting caught and then getting away with it because one side was already rotten. Theft is theft, a millimetre too much is still a millimetre too much." They added, missing the point completely...

TRACTION CONTROL

oktober 1999:In a German Sport Bild magazine a former F1 driver Christian Danner has raised suspicions that maybe the Ferraris barge boards were just a cover up for something bigger. You guessed it, tadaa, traction control...

He wonders how the two Ferraris (in Malaysia) could be in a totally different league than the rest of the field and especially coming out of slow corners they were able to open the throttle 8-9 meters earlier compared to other cars without any steering problems.



The 1999 engine will be the V10 called 048, the latest achievement of Scuderia Ferrari-Marlboro's engine technology. A Ferrari V10 at its best, with all the technologies currently available in Maranello disposed and used at the maximum level possible. It will be a powerful and reliable engine, infact, insiders of the Maranello factory even rated the new V10 engine as: "It will be the best Ferrari engine ever built."

"048" is the official name given by tradition to all the Ferrari F1 engines (it is the 48th f1 engine ever built). It has been concieved to fit in a "F650", transformed in relation with the engine projectists' requirements. Aerodynamic engineers achieved that the engine's functionality will not be sacrified for an extremely advanced air cutting. The chassis will have a wider and differently shaped air intake in the sidepots and an improved air intake above the driver's head. McLaren demonstrated that this solution is very important to clean the air's run in that part to improve the engine's preformance.

"048" will be the most advanced engine produced by Maranello so far, and maybe the last evolution of the V10 generation. Reliable sources within the Ferrari team, report of an experimental V12 tested and developed inside the factory of "Via Ascari".

Scuderia Ferrari-Marlboro is working on the developement of a legal device which will control the engine's power when the wheels begin to spin. Software will calculate the RPM, keeping them stable into the resistance limits of all the engine accessories, a kind of save-engine device. The Italian Magazine 'Autosprint' confirmed what we found out in october: the "048" will have a double start-up system, "Twin spark", and direct injection where the injectors blow directly into the combustion room.

Scuderia Ferrari-Malrboro's chief designer Rory Byrne was asked to design the engine 25 mm closer to the driver compared to the current F300. These developements will cause that the long-wheelbased "F650" will be closer to the surface, which will increase the natural downforce of the car. With the engine located closer to the driver in the "F650", the car's balance would be better which will result in easier handling of the car.

all this data is from F1 news sites over time..... make up your own mind after reading them....... nothing is from moi myself.......

[Bex37]

The second sentence of your first quote says it all:

wild speculations

[Frans MSH]

Many have suggested McLaren to be the team, as their 1999 car was amazingly well balanced, but fragile in the electronics. Others have suggested Ferrari, of course - but more and more actually points in the direction of the Maranello team.

Mosley confirmed that the FIA have some sort of proof for the accusations, but that they are still working on the case. According to sources, the proof has been brought to FIA's attention by either McLaren or Williams, who discovered irregularities in the enginemapping of the 1999 Ferrari, but it is currently being checked for it's legal value.

It is suggested that the illegal system was part of the electronics on the F399, and hidden behind the pitlanelimiter system controlled by the drivers. The same pitlane speedlimiter will be banned from the British GP on.

and they banned the speedlimiter?

[355 boy]

Frans... you have way too much time on your hands...;)

[Hooster]

If cheating in F1 means using some form of traction controll I would guess all the teams cheated. The traction controll is part of the engine electronics package.

Could someone give Frans a job?

[Slick]

All the teams are trying to stretch the bounds of the rules to gain an advantage and I'm sure that these bounds are exceeded on many occasions. The problem is that the FIA have to prove it. If the rules were changed so the teams have to prove they haven't cheated it might be a different thing. See F1 Rumors

[Smooth]

Originally posted by Frans MSH
and they banned the speedlimiter?

The same limiter that MS hit by accident and cost him a pole position? The same one that Eddie bumped a few times in 99 at Monaco, finally having it moved to the other side of the wheel? Ok, yeah. Sure.

[Frans MSH]

http://www.openhosts...s/stuurtje.jpeg

ever wondered why that happened sometimes?

[355 boy]

What are you trying to show, Frans... that steering wheels are removable?

[Frans MSH]

bbbrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr

[Phoenix]

If anyone cheats it is Ferrari

They are the only ones who could get away with it cause the powers that be are so biased towards them and the need for a Ferrari Drivers champion. The bias is the problem more so maybe than the cheating

look at Malaysia 1999 - "oh no if Ferrai are DQ'd Mclaren will win"

Maybe now that the WDC has been acheived by Ferrari the playing field will be more level - probably not though

[355 boy]

If the sport SO needed a Ferrari WDC, then why haven't they acted sooner??? There is no bias - I agree the decisions went Ferraris way on several occasions, but they also go in other directions too!

[Phoenix]

I disagree

Silverstone 98, Malaysia 99, Brazil 00 and Austria 00 all go Ferrari's way

Siverstone and Malaysia certainly to try to affect the Drivers Championship
The FIA can only be subtle in their bias but the signs are there I think that the bias does exist

[The RedBaron]

Strange that the most influential people in the FIA happen to be British. If anything there is probably collaboration between them and some of the British teams. Why should they favour Ferrari?

[Simioni]

Originally posted by The RedBaron
Strange that the most influential people in the FIA happen to be British. If anything there is probably collaboration between them and some of the British teams. Why should they favour Ferrari?

A ferrari victory is a much more profitable deal for Bernie and co. than any british win. That alone is a good reason for favouring ferrari. Do you really think they would be stupid enough to stop the sport´s icon from winning in order to favour some fellow brits?

[Phoenix]

well said

and lets face it the 20 odd years without a championship have shown the Italians need a little extra help

with so much going for Ferrari it is surprising it took so long

[Frans MSH]

6 Fransjes here? how come?

"There can only be ONE" you know!!

[CONOSUR]

Yeah. One's more than enough already.;)

[RiverRunner]

If ya ain't cheatin' ya ain't tryin'

Everyone cheated,some did it better.