So, from the FIA's farcial sitatuation where they published transcripts of the 'Spygate' meetings that Ferrari uses (or was using/believed to be using) a 'double rear master cylinder with a spring'. This is believed to delay rear braking slightly, then gradually increase it. So how does it work?

Does 'rear' imply that this cylinder only activates the rear brakes? (makes sense)
Does 'double' imply that there are two individual cylinders that are connected in series, or one that has two sequential chambers?
Would the spring therefore be used to regulate the pressure applied to the second cylinder from the first if that were the case?

Also, what advantages are gained from such a system? Presumably it's to do with stability under braking?

Hang on Norbs, here we go.

This system is employed to delay the flow to the rear wheels to avoid locking them up. With the '07 cars being front biased mechanically and aerodynamically, due to the control tires, rear lockups are more likely.

You have a double piping system that includes inlet and outlet brake lines connected to a partitioned master cylinder by way of a fluid circulator valve. You have a rear brake delay valve that is situated between the fluid circulator valve and the brake inlet lines. And there is probably a check valve positioned somewhere in the circulation loop.

The spring is used to return the free piston to the neutral position.

Non-technically speaking, the hardware is to allow disproportioned pressure on the rear wheels as compared to the front. The affect is to delay pressure to the rear when one stomps the pedal. I call it premptive anti-lok braking.

However, if this is what they are doing, it is questionable based on my reading of the regulations. They are as follows:

ARTICLE 11: BRAKE SYSTEM

11.1 Brake circuits and pressure distribution:

11.1.1 All cars must be equipped with only one brake system.
This system must comprise solely of two separate hydraulic circuits
operated by one pedal, one circuit operating on the two front wheels
and the other on the two rear wheels. This system must be designed
so that if a failure occurs in one circuit the pedal will still operate the
brakes in the other.

11.1.2 The brake system must be designed in order that the force
exerted on the brake pads within each circuit are the same at all
times.

11.5 Brake pressure modulation:

11.5.1 No braking system may be designed to prevent wheels
from locking when the driver applies pressure to the brake pedal.

11.1.2 being to eradicate McLaren's differential braking system......

but, does it imply that the pressure must stay even between the pedal and the calipers, or just that both calipers must have the same pressure applied to them at the same time?

11.1.2 The brake system must be designed in order that the force
exerted on the brake pads within each circuit are the same at all
times.

I read this to say that pressure in EACH circuit must remain constant within only that circuit. So, foot pressure of X = front circuit pressure Y, and back circuit pressure Z. And it then increases the pressure on the rear pads as the car settles after the initial stab at the brakes.

It's all about how you intepret 'all' and 'each', especially in relation to each other.

I think the vague stuff in the regs is with purpose. People get brilliant ideas and include them in their car. Somebody complains and then the vagueness is clarified, and the resulting rulings sometimes make very little sense.

And, the opportunity exists for political purposes to interfer and help to define rules compliance.

I reckon the 'slip' which gave the details in the supposedly censored docs was along those lines. They couldn't prove McLaren did (or didn't) use the info. However, by exposing the stuff they though they had used, everyone else knows to a certain extent what the philosophy of the two teams were for numerous devices. So now the whole pit lane knows. Therefore, no-one has an advantage. Brilliant!

It's this clause that bothers me. The ferrari system sounds like a complicated anti-lock braking system.

I think it's an in-between house. It won't stop the brakes locking, but sounds like it will help. Unless there's some way of regulating the brake pressure directly in relation to the actual rotational speed of the wheels, then it's not really anti-lock as such. Besides, it's very apparent that McLaren use something along the same lines.....

<thumbsup>

I guess it is a bit of a grey area. Reducing brake pressure, arguably, is not a traditional anti-lock braking system, but it does help as lower pressure makes the brakes less likely to lock. I'm sure it will remain legal until the FIA find some kind of way to object to it.

I think these ideas are brilliant and the FIA should leave well enough alone. I'm okay with engine size, chassis dimensions, etc. But, don't micromanage all of the devices, please!

Well, on the basis of their recent record, they will probably let it slide for about 18 months, after which they will apply some obscure rule to ban it.

Race cars on most ormula and for many yers, including F1 use two master cylinders, each master cylinder has its own piston and push rod actuated by a a rod linking the two pushrods together, at a point approximatley in the centre of this bar the pedal is connected and this point is adjustable to provide what is commonly know as "brake ballance", this give a pressure diffrential betwwen the front curcuit and rear curcuit.



The bulk diffrential is catered for by varying the size of the master cylinder and/or brake caliper piston sizes

These two curcuits however become actuated simultaniously allbeit at differant pressures

In the end it comes down to simple hydraulic principles

The Ferrari brake system I suspect causes a delay in the flow of fluid to the rear calipers thus achiving a similar effect to McLarens banned "third pedal"