Torque reduction during a normal period of acceleration will mean a sudden reduction in the rate of that acceleration, which could easily catch out a following driver, especially if already close. Conversely, if at an already high speed (close to top speed, for instance) the torque reduction will cause the car to actually slow down. Either way, safety is improved if following drivers are given an opportunity to benefit from a visual warning.
Yeah. It seems a simple enough question doesn't it, EMSC?! The problem is that the process is extremely complicated; more so this year because of such dramatic changes to regulations. Simulators can only do so much and this is the first proper shake-down.
Last week, I'd thought about writing an article on this. I want to remain brief, but I have enough time to say this:
Driver work-load is now higher than ever before. This puts extra emphasises on intelligence, awareness, and calculated reaction. Therefore, drivers who need to think less about keeping a car on the black stuff will tend to reap reward by having 'extra' mental capacity to cope with less instinctive ('new') ideas, technologies and apparatus. And I'll go so far as to say that those driver's who are happy with a loose rear-end will tend to do better, since the extra torque of the turbo units, plus far greater use of ERS in both power output and availability, will tend to present a bigger challenge to those who prefer a very stable rear end. We will likely see some very different set-ups from (some) team mates, which, especially in this first year, could present headaches for development, and perhaps even some resentment between drivers!
Many members of this forum will have a good idea of the drivers of the past few years, and I believe would not go far wrong to put two and two together…
how do you know this cosi??
