Born and raised in London. Just a normal guy with a moral compass.

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Joined 2 years ago
Cake day: March 16th, 2024
  • sabreW4K3@lazysoci.alOPtoAndroid@lemdro.id•Fitbit redesigns Sleep Score with detailed metrics, actionable tipsEnglish
    11·
    25 days ago

    What? As someone who relies on heart rate monitoring for autoregulation in the gym, I can tell you it works and works well. When my heart rate is allowed to drop between sets, I can lift heavier and pursue my progressive overload properly, but when my watch is glitching, my lifts are never up-to-par.

    Now, can the technology be improved. Absolutely, let’s start with addressing the racial biases in the optical sensors, but to call it a gimmick is someone with a preconception attempting to spread misinformation. Whether in bad faith or inadvertently, only you know.

  • sabreW4K3@lazysoci.alOPMtoElectric Vehicles@slrpnk.net•GEN4 - The Next Evolution | FIA Formula E World Championship
    2·
    26 days ago

    It’s a fair point if we were talking about traditional ICE dynamics, but EV racing fundamentally changes the math. As for the engineers, the engineers at F1 are brilliant, but they are building RWD cars because of the FIA rulebook, not pure physics.

    Here is why AWD is the optimum configuration for the Gen 4 car:

    1. F1 is RWD by regulation, not perfection F1 cars are RWD because Article 9.1 of the F1 Technical Regulations explicitly states: “Cars must be driven by the rear wheels only.” AWD was actually banned in F1 decades ago because it provided too much traction, and the FIA wanted to limit cornering speeds and reduce costs. If F1 engineers were allowed to use active AWD with electric torque vectoring, they absolutely would.

    2. The “extra motor” adds 0 kg of weight You mentioned an extra motor adding a bunch of weight. The front powertrain (MGU) is already mandatory in Formula E purely for regenerative braking. It has to be there to achieve the 700kW regen capacity that keeps the battery small and light. Because the physical motor is already sitting on the front axle, turning it on for acceleration adds exactly zero kilograms of weight. It’s free traction.

    3. EV Center of Gravity changes weight transfer While weight does shift to the rear under acceleration, an EV’s center of gravity is drastically lower than an ICE car’s because the heavy battery pack is laid flat in the floor. A lower center of gravity significantly reduces longitudinal weight transfer. The front tires still maintain a substantial load under acceleration, meaning there is plenty of physical grip left to exploit.

    4. The Traction Circle and Torque Vectoring You are 100% correct that front tires have finite grip that must be shared between cornering (lateral) and acceleration (longitudinal). However, the Gen 4 car uses active torque vectoring. A computer calculates exactly how much lateral grip is being used and only sends torque to the front wheels as the driver unwinds the steering wheel and lateral forces decrease. It perfectly fills the “friction circle” in milliseconds without ever overwhelming the front tires.

    Traditional ICE RWD is optimal for the rules of F1, but when you have a front motor already installed for regen and software that can perfectly distribute torque in real-time, AWD is vastly superior for off-the-line and corner-exit acceleration.

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