Earlier this year I believe Benneton was using cross-linked front brakes to reduce front wheel locking. This seemed like a good idea in theory but has it paid off? I don't see Benetton up front so I assume it wasn't a big advantage. Is it still in use?
What happened to crosslinked front brakes?
Started by
Yelnats
, Sep 26 1999 06:51
8 replies to this topic
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#2
Christiaan
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Posted 27 September 1999 - 15:40
you mean the FTT?
#3
Zoe
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Posted 27 September 1999 - 18:40
Apparently this mechanism (yes, the FTT, Front Torque Transfer) did not work as effectively in reality as it did in theory. To me it seems to be sensitive setting up the characteristics (in my understanding it is working similar like a diff), since for a given circuit one driver reported liking it whereas the other didn't come to terms with it.
In addition, the Benettons are not exactly the lightest cars on the grid, so the extra weight of the FTT brings another penalty with it. And the weight is sitting rather high in the nose; something you don't want to have (remember that some teams tried to put the ballast into the wooden plank, just to keep the weight as low as possible!).
Maybe the FTT is one of the ingenious systems that for some reason don't make it into mainstream F1 technology (aka selective rear brakes, hydrolink suspension, what else?)
Zoe
In addition, the Benettons are not exactly the lightest cars on the grid, so the extra weight of the FTT brings another penalty with it. And the weight is sitting rather high in the nose; something you don't want to have (remember that some teams tried to put the ballast into the wooden plank, just to keep the weight as low as possible!).
Maybe the FTT is one of the ingenious systems that for some reason don't make it into mainstream F1 technology (aka selective rear brakes, hydrolink suspension, what else?)
Zoe
#4
Christiaan
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Posted 27 September 1999 - 22:41
Well actually a statement from the technical director of Benneton claims that the FTT was indeed effective and Fisichella said that it gave him extra confidence when entering a corner. The reason that Benneton say it was abandoned was because of a manufacturer quality problem. Apparently its manufacter was sub-contracted and the producer was not consistent in quality and reliability, so it had to dropped. It was also said that they couldn't fit it into Wurz' car because he is too tall and needs extra leg room.
#5
Zoe
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Posted 28 September 1999 - 14:43
I remember that on some circuits Benetton indeed used the system, but finally ended scrapping it. If it was for a manufacturing quality problem, I'd be surprised that Benetton is subcontracting such a thingamagick to somebody external, and then slipping on qualitiy control. Tells a lot about the current status of Benetton!
As for Wurz being too tall; isn't the FTT linked to the front axle? The pedals (and with it the drivers feet) need to be behind the axle, so the FTT wouldn't (in my guess) be located within the monocoque anyway.
Maybe someone at Benetton is looking for an excuse?
Zoe
As for Wurz being too tall; isn't the FTT linked to the front axle? The pedals (and with it the drivers feet) need to be behind the axle, so the FTT wouldn't (in my guess) be located within the monocoque anyway.
Maybe someone at Benetton is looking for an excuse?
Zoe
#6
Christiaan
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Posted 28 September 1999 - 17:42
Thats exactly what I thought. It would make sense that the FTT was subcontracted if the concept and the development were already done by another source who then sold it to Benneton. Much like Mclaren and their rumoured reactive suspension.
#7
Ursus
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Posted 29 September 1999 - 17:47
Zoe:
If I recall corectly Wurz is the tallest and heaviest(85kg or so) driver on the grid and so his car must be the lightest on the grid. If he doesn´t feel comfortable with the FTT, removing it may be good start to save some wheight.
If I recall corectly Wurz is the tallest and heaviest(85kg or so) driver on the grid and so his car must be the lightest on the grid. If he doesn´t feel comfortable with the FTT, removing it may be good start to save some wheight.
#8
Yelnats
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Posted 08 October 1999 - 21:42
Thank you chaps. It looks like FFT died a natural death. Benetton never claimed more than a few tenths advantage for this system and if you are almost 2 secs off the pole, such small gains seem insignificant when compared to the technical/financial investment required.
#9
Christiaan
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Posted 26 October 1999 - 01:03
Just came accross the article at www.formula1.com
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Wurz abandons FTT 11 March 99
Only one Benetton car adopted the controversial Front Torque Transfer system in Melbourne over the weekend. Alex Wurz, currently the heaviest driver in Formula1, weighing in at some 82.5kg in full working gear, decided that the increased weight of the system would not benefit his car on the Albert park circuit.
"You tend to brake in a straight line," said Benetton manager Joann Villadelprat. "So the difference was so minimal that the weight saving was more important. That's why in Alex's case we decided not to put it on because he's much heavier."
Lightweight Fisichella opted to use the system and claimed that it gave him confidence under braking. His accident with the Prost of Jarno Trulli damaged his nose cone and also the system.
"We didn't have time to replace the brake ducts as well (as the nose cone)" Villadelprat said".
Fisichella went on to take fourth place behind Williams driver, Ralf Schumacher, second heaviest man on the grid, coming in at 79kg.
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Wurz abandons FTT 11 March 99
Only one Benetton car adopted the controversial Front Torque Transfer system in Melbourne over the weekend. Alex Wurz, currently the heaviest driver in Formula1, weighing in at some 82.5kg in full working gear, decided that the increased weight of the system would not benefit his car on the Albert park circuit.
"You tend to brake in a straight line," said Benetton manager Joann Villadelprat. "So the difference was so minimal that the weight saving was more important. That's why in Alex's case we decided not to put it on because he's much heavier."
Lightweight Fisichella opted to use the system and claimed that it gave him confidence under braking. His accident with the Prost of Jarno Trulli damaged his nose cone and also the system.
"We didn't have time to replace the brake ducts as well (as the nose cone)" Villadelprat said".
Fisichella went on to take fourth place behind Williams driver, Ralf Schumacher, second heaviest man on the grid, coming in at 79kg.
