Some teams still use the clutch during gearchanges, but most teams let the complex electronic systems on the car control the lifting and blipping of the throttle during up and down shifts to eliminate the need for the clutch. Hence the clutch is only needed to start the car from a standstill.
Ferrari have a major advantage over most of their rivals in that they build their own engines and gearboxes, with most teams building a gearbox to fit an engine suppliers powerplant. This has led to rumors that they are planning to integrate the castings for the engine and gearbox into one solid block. This will make the driveline stiffer, and with this innovation they are planning to remove the conventional clutch and instead use the electro-hydraulic differential to perform the operation of the standard clutch.

Removing the standard clutch layout removes the need for a bellhousing. This is a hollow case that sits between the engine and gearbox, containing the clutch and it's associated ancillaries. Removing the bellhousing will allow the engine and gearbox unit to be shorter, moving more of the mass towards the centre of the car, improving weight distribution. The lack of clutch (and its components) will also reduce the mass of the drivetrain, with a clutch being 1.5kg, and the bellhousing and its components being more. The removal of the bellhousing and the reduction on size of the gearbox may pose some suspension packaging problems, as some parts of the suspension are connected to it such as the front arms of the rear wishbones, but this is a minor problem for Ferrari to overcome.

The changes to the technical regulations that occurred before the Spanish GP allowed the differential to be controlled at all points on the circuit, which means that Ferrari can use their complicated electro-hydraulic differential to perform the functions usually performed by the clutch.

The main reason for wanting to remove the clutch though is to allow the engine to rev higher. Currently, the engine has to accelerate the mass of the rotating parts within the clutch, and the bolts etc which hold it together, so removing the clutch will allow the engine to both accelerate marginally faster and run at a higher rev limit. More engine revolutions a sec means a greater power output, and with Williams rumored to be testing next years engine up to 19,000 revs, it looks like the other engine manufacturers have a long winter before them to ensure they are competitive in 2002.

The new system has been reported to have been tested at the Ferrari base at Fiorano, with Schumacher lapping in the late 58's bracket, faster than at any time this year.