{"id":1549,"date":"2021-05-23T20:51:33","date_gmt":"2021-05-24T00:51:33","guid":{"rendered":"https:\/\/craig-waterman.com\/?p=1549"},"modified":"2026-02-09T11:58:38","modified_gmt":"2026-02-09T16:58:38","slug":"punto-incipiente-slittamento-pis-f1-e-gear-clutch","status":"publish","type":"post","link":"https:\/\/craig-waterman.com\/?p=1549","title":{"rendered":"PUNTO INCIPIENTE SLITTAMENTO (P.I.S.) \u2013 Understanding Clutch Engagement in F1\/E-Gear Exotic Cars"},"content":{"rendered":"<div class='booster-block booster-read-block'>\n                <div class=\"twp-read-time\">\n                \t<i class=\"booster-icon twp-clock\"><\/i> <span>Read Time:<\/span>6 Minute, 12 Second                <\/div>\n\n            <\/div>\r\n<p>&nbsp;<\/p>\r\n<!-- Images: retained (same URLs), but displayed correctly -->\r\n<p style=\"text-align: center;\"><img data-recalc-dims=\"1\" decoding=\"async\" loading=\"lazy\" style=\"display: inline-block; margin: 10px auto; max-width: 100%; height: auto;\" src=\"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2021\/05\/5FF6AAFE-B182-4F5F-88CB-081FF3872115.jpeg?w=640&#038;ssl=1\" alt=\"F1 \/ E-Gear scan tool parameter example (PIS \/ Kiss point context)\" \/> \u00a0<img data-recalc-dims=\"1\" decoding=\"async\" loading=\"lazy\" style=\"display: inline-block; margin: 10px auto; max-width: 100%; height: auto;\" src=\"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2021\/05\/20190719_130320_original-3.jpg?w=640&#038;ssl=1\" alt=\"F1 \/ E-Gear clutch engagement example (duplicate image retained)\" \/><\/p>\r\n<h1 style=\"text-align: center;\"><span style=\"color: #ff0000;\">PUNTO INCIPIENTE SLITTAMENTO (P.I.S.)<\/span><br \/>Understanding Clutch Engagement in F1 \/ E-Gear Exotic Cars<\/h1>\r\n<p><strong>Punto Incipiente Slittamento (P.I.S.)<\/strong> translates from Italian as <em>Slip Beginning Point<\/em>. Many scan tools and technicians also call this the <strong>KISS point<\/strong> (the moment the clutch begins to \u201ckiss\u201d\/touch and transmit torque). In Ferrari\/Lamborghini\/Maserati robotized manuals, P.I.S. is a critical calibration parameter inside the <strong>gearbox control module<\/strong> (NCR\/TCU terminology varies by platform).<\/p>\r\n<p>If you want clutch life, smooth engagement, and repeatable drivability, this parameter matters as much as the clutch itself. And it\u2019s one of the biggest reasons people waste money replacing clutches when the real problem is calibration and system health. For the full clutch technical breakdown (materials + wear readings + diagnostics), see: <a href=\"https:\/\/craig-waterman.com\/?p=174\">F1 \/ E-Gear clutches: wear readings, friction materials, and the pitfalls that cost thousands<\/a>.<\/p>\r\n<hr \/>\r\n<h2>What P.I.S. Actually Represents (Mechanically and Electrically)<\/h2>\r\n<p>P.I.S. is best understood as a <strong>position threshold<\/strong>: the actuator position where the clutch transitions from \u201cfree\u201d to \u201cbeginning to transmit torque.\u201d In physical terms it corresponds to the release mechanism reaching the point where clamp load starts to build across the friction interface.<\/p>\r\n<ul>\r\n<li><strong>Unit:<\/strong> millimeters (mm) in scan tool parameters<\/li>\r\n<li><strong>Domain:<\/strong> actuator\/thrust bearing position, not \u201cclutch thickness\u201d directly<\/li>\r\n<li><strong>Used by the controller to:<\/strong> command clutch motion for launch, creep, upshift\/downshift torque handoff, and anti-stall logic<\/li>\r\n<\/ul>\r\n<p>P.I.S. is strongly related to the <strong>Closed Clutch Position<\/strong> values you see in the ECU\/TCU (new closed clutch position vs current closed clutch position), but it is not \u201cclutch wear percentage.\u201d Wear is tracked separately using baseline and current positions (and can be manipulated if baselines are written incorrectly).<\/p>\r\n<p>To understand the larger electro-hydraulic \u201ccontrol loop\u201d that makes P.I.S. matter so much, read: <a href=\"https:\/\/craig-waterman.com\/?p=230\">F1 \/ E-Gear actuator overview: how the hydraulics and control logic actually work<\/a>.<\/p>\r\n<hr \/>\r\n<h2>The Science: Why P.I.S. Dominates Drivability and Clutch Life<\/h2>\r\n<p>Clutch engagement in an F1\/E-Gear system is a controlled slip event. The ECU is effectively trying to manage a friction interface whose behavior changes with: temperature, surface condition, material type, clamp load ramp rate, and driveline torque demand.<\/p>\r\n<h3>1) Friction coefficient is not constant<\/h3>\r\n<p>The friction coefficient (\u03bc) varies with temperature and slip speed. As temperature rises, many friction materials change behavior: some become \u201cgrabby,\u201d others become \u201cslippery,\u201d and glazed surfaces can reduce torque capacity while increasing heat generation. That means a P.I.S. that feels perfect cold can be wrong hot (and vice versa).<\/p>\r\n<h3>2) Thermal expansion changes geometry and required travel<\/h3>\r\n<p>When the clutch and surrounding components heat soak, small dimensional changes matter. The system is measuring and commanding positions in millimeters. A few tenths of a millimeter in the wrong direction is the difference between:<\/p>\r\n<ul>\r\n<li>too much slip (overheat + glaze + hot spots), or<\/li>\r\n<li>too much drag (creep + harsh engagement + gear engagement difficulty)<\/li>\r\n<\/ul>\r\n<h3>3) P.I.S. is the anchor point for multiple strategies<\/h3>\r\n<p>The controller doesn\u2019t use P.I.S. only for takeoff. It influences creep control, downshift blips (torque handoff), and how the system protects against stalling and rollback. Because it\u2019s a foundational reference, a wrong P.I.S. forces the rest of the strategies to \u201ccompensate,\u201d which often means extra slip and extra heat.<\/p>\r\n<hr \/>\r\n<h2>Symptoms That Point Directly to Incorrect P.I.S.<\/h2>\r\n<p>A classic scenario: cold car at a stoplight, you tip in the throttle, and RPM jumps to ~2500\u20133000 before the car really commits to moving. That is controlled slip happening too long and too high\u2014often P.I.S. related (or pressure stability related).<\/p>\r\n<p>Before you touch P.I.S., confirm hydraulic stability. Pressure instability can mimic \u201cbad P.I.S.\u201d because the clutch actuator can\u2019t reproduce commanded motion consistently. Start here if pump cycling is frequent: <a href=\"https:\/\/craig-waterman.com\/?p=584\">Accumulators explained: failure symptoms, design differences, and why pumps keep burning up<\/a>.<\/p>\r\n<hr \/>\r\n<h2>OEM Recommendations and Their Limitations<\/h2>\r\n<p>OEM guidelines exist because technicians need a serviceable baseline. But those settings are not always optimized for:<\/p>\r\n<ul>\r\n<li><strong>Alternate friction materials<\/strong> (Kevlar\/aramid, ceramic\/sintered, hybrid discs)<\/li>\r\n<li><strong>High-heat use cases<\/strong> (traffic, hills, aggressive driving, high-power\/turbo builds)<\/li>\r\n<li><strong>Component variance<\/strong> (manufacturing tolerances, flywheel condition, release system wear)<\/li>\r\n<\/ul>\r\n<p>In other words: OEM targets are often conservative to prevent rollback or stalling across a wide range of drivers and environments. But \u201cconservative\u201d can mean excess slip (heat) in some real-world situations \u2014 and excess slip is what shortens clutch life.<\/p>\r\n<hr \/>\r\n<h2>Consequences of Incorrect P.I.S.<\/h2>\r\n<h3>P.I.S. Too High (Too Much Slip)<\/h3>\r\n<ul>\r\n<li>Friction discs <strong>slip against the flywheel too long<\/strong> \u2192 rapid heat rise<\/li>\r\n<li>Heat can create <strong>hot spots<\/strong> and <strong>surface glazing<\/strong> \u2192 reduced torque capacity and repeat slip<\/li>\r\n<li>Results in <strong>accelerated wear<\/strong>, poor drivability, and the \u201cRPM flare\u201d feeling on launch<\/li>\r\n<\/ul>\r\n<h3>P.I.S. Too Low (Drag \/ Early Contact)<\/h3>\r\n<ul>\r\n<li>Clutch can <strong>drag<\/strong> \u2192 car inches forward on flat ground (creep when it shouldn\u2019t)<\/li>\r\n<li>Gear engagement can become inconsistent, especially as the system heats and expands<\/li>\r\n<li>Results in <strong>jerky starts<\/strong>, potential stalling, and harsh shift feel<\/li>\r\n<\/ul>\r\n<p><strong>Best-practice tip:<\/strong> do not finalize P.I.S. calibration on a stone-cold drivetrain. Drive the car long enough to reach stable temperatures and repeat the evaluation so thermal expansion is accounted for.<\/p>\r\n<hr \/>\r\n<h2>Adjusting P.I.S. for Alternate Friction Materials<\/h2>\r\n<p>Not all clutch materials behave the same. If a car has been fitted with Kevlar\/aramid or ceramic\/sintered discs, expect different engagement feel and different \u201chappy zones\u201d for controlled slip. General rules:<\/p>\r\n<ul>\r\n<li><strong>More aggressive materials<\/strong> can reduce the margin between \u201cslip\u201d and \u201cgrab,\u201d making calibration and hydraulic stability even more critical.<\/li>\r\n<li><strong>Long-slip launches<\/strong> can glaze certain materials quickly if the system is set to chase smoothness using excessive slip.<\/li>\r\n<li><strong>Driver feel matters<\/strong>: the goal is repeatable, low-heat engagement\u2014not chasing a flashy RPM target.<\/li>\r\n<\/ul>\r\n<p>Example from the field: on a twin-turbo Lamborghini Murci\u00e9lago, the P.I.S. had been set too aggressively by a tuner. After adjustment, the car engaged smoothly around 1100\u20131200 RPM without stalling or jerking, and bedding-in was predictable.<\/p>\r\n<hr \/>\r\n<h2>A Diagnostic Flow That Prevents \u201cClutch Replaced Twice\u201d Scenarios<\/h2>\r\n<p>The most expensive mistake I see is using clutch replacement as a diagnostic tool. Before you touch P.I.S., confirm the foundation:<\/p>\r\n<ol>\r\n<li><strong>Hydraulic pressure stability<\/strong> (pump cycling frequency, accumulator health, aeration\/bleeding status)<\/li>\r\n<li><strong>Baseline data integrity<\/strong> (new closed clutch position written correctly; no \u201ccreative\u201d parameter changes)<\/li>\r\n<li><strong>Mechanical condition<\/strong> (flywheel surface, hot spots, contamination, release system condition)<\/li>\r\n<li><strong>Calibration strategy<\/strong> (P.I.S. set with real test conditions, not just \u201cscan tool says OK\u201d)<\/li>\r\n<\/ol>\r\n<p>If you want a diagnostic-driven approach rather than parts swapping, here\u2019s where I focus my work: <a href=\"https:\/\/craig-waterman.com\/?p=1547\">Ferrari, Lamborghini &amp; Maserati F1 \/ E-Gear diagnostics &amp; rebuild services<\/a>.<\/p>\r\n<hr \/>\r\n<h2>Key Takeaways<\/h2>\r\n<ol>\r\n<li><strong>P.I.S. is the clutch engagement threshold<\/strong> the controller uses to manage controlled slip and torque handoff.<\/li>\r\n<li><strong>It is measured in millimeters<\/strong> and is highly sensitive to thermal expansion and friction behavior.<\/li>\r\n<li><strong>High P.I.S. = excess slip and heat<\/strong>; <strong>low P.I.S. = drag and harshness<\/strong>.<\/li>\r\n<li><strong>Hydraulic instability can mimic P.I.S. problems<\/strong>\u2014verify accumulators\/pump behavior first.<\/li>\r\n<li><strong>Material changes require strategy changes<\/strong>\u2014alternate discs can demand different tuning to avoid glazing or harsh engagement.<\/li>\r\n<\/ol>\r\n<h3>Related Technical Resources on Craig-Waterman.com<\/h3>\r\n<ul>\r\n<li><a href=\"https:\/\/craig-waterman.com\/?p=174\">F1 \/ E-Gear Clutches: wear readings, materials, and diagnostics<\/a><\/li>\r\n<li><a href=\"https:\/\/craig-waterman.com\/?p=230\">F1 \/ E-Gear actuator overview: hydraulics and control logic<\/a><\/li>\r\n<li><a href=\"https:\/\/craig-waterman.com\/?p=584\">Accumulators explained: pressure stability and pump burnout<\/a><\/li>\r\n<li><a href=\"https:\/\/craig-waterman.com\/?p=1547\">Diagnostics &amp; rebuild services<\/a><\/li>\r\n<\/ul>\r\n<p>&nbsp;<\/p>\r\n<p>&nbsp;<\/p>\r\n<p>&nbsp;<\/p>\r\n<!-- \/wp:post-content -->\r\n<p>&nbsp;<\/p>        <div class=\"booster-block booster-reactions-block\">\n            <div class=\"twp-reactions-icons\">\n                \n                <div class=\"twp-reacts-wrap\">\n                    <a react-data=\"be-react-1\" post-id=\"1549\" class=\"be-face-icons un-reacted\" href=\"javascript:void(0)\">\n                        <img decoding=\"async\" loading=\"lazy\" src=\"https:\/\/craig-waterman.com\/wp-content\/plugins\/booster-extension\/\/assets\/icon\/happy.svg\" alt=\"Happy\">\n                    <\/a>\n                    <div class=\"twp-reaction-title\">\n                        Happy                    <\/div>\n                    <div class=\"twp-count-percent\">\n                                                 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The P.I.S. Or KISS point is a very important procedure that needs to be understood and performed correctly.<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":true,"template":"","format":"standard","meta":{"nf_dc_page":"","jetpack_post_was_ever_published":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[34],"tags":[95,126,20,104,170,169,74,26,19,29,174,168,117,105,30,46,173,137,31,122,116,106,175,172],"class_list":["post-1549","post","type-post","status-publish","format-standard","hentry","category-f1-and-e-gear-system","tag-e-gear-clutch","tag-enzo","tag-f1-clutch","tag-ferrari","tag-ferrari-355","tag-ferrari-360","tag-ferrari-accumulator","tag-ferrari-actuator","tag-ferrari-clutch","tag-ferrari-f1-actuator","tag-ferrari-f1-kiss-point","tag-ferrari-f430","tag-gallardo-clutch","tag-lamborghini","tag-lamborghini-actuator","tag-lamborghini-clutch","tag-lamborghini-clutch-calibration","tag-lamborghini-e-gear","tag-lamborghini-e-gear-actuator","tag-gallardo","tag-lamborgini-clutch","tag-maserati","tag-maserati-e-gear-clutch-setup","tag-pis-f1-e-gear-clutch"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>P.I.S. 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(Punto Incipiente Slittamento) is, why it matters in Ferrari, Lamborghini, and Maserati F1 \/ E-Gear systems, and how proper clutch engagement calibration improves performance and longevity.\" \/>\n<meta property=\"og:url\" content=\"https:\/\/craig-waterman.com\/?p=1549\" \/>\n<meta property=\"og:site_name\" content=\"craig-waterman.com\" \/>\n<meta property=\"article:published_time\" content=\"2021-05-24T00:51:33+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2026-02-09T16:58:38+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/craig-waterman.com\/wp-content\/uploads\/2021\/05\/5FF6AAFE-B182-4F5F-88CB-081FF3872115.jpeg\" \/>\n<meta name=\"author\" content=\"Poseidon\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"Poseidon\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"9 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"Article\",\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549#article\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549\"},\"author\":{\"name\":\"Poseidon\",\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/#\\\/schema\\\/person\\\/b77b7480af3cf60cc02d47765296f974\"},\"headline\":\"PUNTO INCIPIENTE SLITTAMENTO (P.I.S.) \u2013 Understanding Clutch Engagement in F1\\\/E-Gear Exotic Cars\",\"datePublished\":\"2021-05-24T00:51:33+00:00\",\"dateModified\":\"2026-02-09T16:58:38+00:00\",\"mainEntityOfPage\":{\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549\"},\"wordCount\":1226,\"commentCount\":3,\"publisher\":{\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/#organization\"},\"image\":{\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549#primaryimage\"},\"thumbnailUrl\":\"https:\\\/\\\/craig-waterman.com\\\/wp-content\\\/uploads\\\/2021\\\/05\\\/5FF6AAFE-B182-4F5F-88CB-081FF3872115.jpeg\",\"keywords\":[\"E gear clutch\",\"Enzo Ferrari\",\"F1 clutch\",\"Ferrari\",\"Ferrari 355\",\"Ferrari 360\",\"Ferrari accumulator\",\"Ferrari actuator\",\"ferrari clutch\",\"Ferrari F1 actuator\",\"Ferrari F1 KISS point\",\"Ferrari F430\",\"Gallardo Clutch\",\"Lamborghini\",\"Lamborghini actuator\",\"Lamborghini Clutch\",\"Lamborghini clutch calibration\",\"Lamborghini e gear\",\"Lamborghini E-gear actuator\",\"Lamborghini gallardo\",\"Lamborgini Clutch\",\"Maserati\",\"Maserati E-Gear clutch setup\",\"PIS F1 E-Gear clutch\"],\"articleSection\":[\"F1 and E Gear System\"],\"inLanguage\":\"en-US\",\"potentialAction\":[{\"@type\":\"CommentAction\",\"name\":\"Comment\",\"target\":[\"https:\\\/\\\/craig-waterman.com\\\/?p=1549#respond\"]}]},{\"@type\":\"WebPage\",\"@id\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549\",\"url\":\"https:\\\/\\\/craig-waterman.com\\\/?p=1549\",\"name\":\"P.I.S. 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If you\u2019re dealing with gear selection\u2026","rel":"","context":"In &quot;F1 and E Gear System Actuators&quot;","block_context":{"text":"F1 and E Gear System Actuators","link":"https:\/\/craig-waterman.com\/?cat=41"},"img":{"alt_text":"IMAG1689","src":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2016\/07\/IMAG1689-300x170.jpg?resize=350%2C200","width":350,"height":200,"srcset":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2016\/07\/IMAG1689-300x170.jpg?resize=350%2C200 1x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2016\/07\/IMAG1689-300x170.jpg?resize=525%2C300 1.5x"},"classes":[]},{"id":750,"url":"https:\/\/craig-waterman.com\/?p=750","url_meta":{"origin":1549,"position":4},"title":"Why Do I Need A Scan Tool After F1\/E Gear Clutch Replacement","author":"Poseidon","date":"August 23, 2017","format":false,"excerpt":"Every so often, I\u2019m asked whether an F1 or E-Gear clutch can be replaced by a shop\u2014or individual\u2014who does not have the proper diagnostic scan tool to reset clutch parameters afterward. The question is usually accompanied by theories about what the TCU or NCR is \u201cdoing internally,\u201d most of which\u2026","rel":"","context":"In &quot;F1 and E Gear System&quot;","block_context":{"text":"F1 and E Gear System","link":"https:\/\/craig-waterman.com\/?cat=34"},"img":{"alt_text":"","src":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2024\/12\/20170808_141233-scaled.webp?fit=1200%2C675&ssl=1&resize=350%2C200","width":350,"height":200,"srcset":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2024\/12\/20170808_141233-scaled.webp?fit=1200%2C675&ssl=1&resize=350%2C200 1x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2024\/12\/20170808_141233-scaled.webp?fit=1200%2C675&ssl=1&resize=525%2C300 1.5x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2024\/12\/20170808_141233-scaled.webp?fit=1200%2C675&ssl=1&resize=700%2C400 2x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2024\/12\/20170808_141233-scaled.webp?fit=1200%2C675&ssl=1&resize=1050%2C600 3x"},"classes":[]},{"id":2054,"url":"https:\/\/craig-waterman.com\/?p=2054","url_meta":{"origin":1549,"position":5},"title":"Understanding E-Gear &#038; F1 Transmission Failures: Calibration, Hydraulics, and Reality","author":"Poseidon","date":"January 27, 2026","format":false,"excerpt":"Understanding E-gear & F1 transmission failures: Calibration validation, hydraulic control, and diagnostic reality Real-world data from Lamborghini, Ferrari, and Maserati systems \u2014 by Craig Waterman Credit where credit is due I want to begin this post the right way. In college, when papers are written, we give credit to our\u2026","rel":"","context":"In &quot;F1 and E Gear System&quot;","block_context":{"text":"F1 and E Gear System","link":"https:\/\/craig-waterman.com\/?cat=34"},"img":{"alt_text":"","src":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2026\/01\/IMG_4969.webp?fit=953%2C1200&ssl=1&resize=350%2C200","width":350,"height":200,"srcset":"https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2026\/01\/IMG_4969.webp?fit=953%2C1200&ssl=1&resize=350%2C200 1x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2026\/01\/IMG_4969.webp?fit=953%2C1200&ssl=1&resize=525%2C300 1.5x, https:\/\/i0.wp.com\/craig-waterman.com\/wp-content\/uploads\/2026\/01\/IMG_4969.webp?fit=953%2C1200&ssl=1&resize=700%2C400 2x"},"classes":[]}],"jetpack_likes_enabled":true,"_links":{"self":[{"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/posts\/1549","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1549"}],"version-history":[{"count":5,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/posts\/1549\/revisions"}],"predecessor-version":[{"id":2183,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=\/wp\/v2\/posts\/1549\/revisions\/2183"}],"wp:attachment":[{"href":"https:\/\/craig-waterman.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1549"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=1549"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/craig-waterman.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=1549"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}