[DeTomaso] NPC: F1 Tire Failures

Wed Jul 3 12:13:32 EDT 2013

Looks like I have to eat crow, who knew ( apparently NOT EVEN THE F1 TEAMS,
 for the first time is history that the tires were built asymmetrically, (
Left side and Right side specific ), so when I said otherwise, I was wrong,
but not alone.

Here's the poop from Autoweek.

Michael Shortt

Pirelli releases statement regarding Silverstone tire failures
*Tire supplier says it is not to blame for failures*
By: Adam Cooper on July 2, 2013

   -
   <http://www.autoweek.com/apps/pbcs.dll/article?AID=/20130702/F1/130709960&template=XSendMail>

Pirelli has issued the following statement on what happened at
Silverstone<http://www.autoweek.com/article/20130701/F1/130709996> --
and what the company plans to do next. See our previous stories for a
summary.

After exhaustive analysis of the tires used at Silverstone, Pirelli has
concluded that the causes of the failures were principally down to a
combination of the following factors:

1) Rear tires that were mounted the wrong way round: in other words, the
right hand tire being placed where the left hand one should be and vice
versa, on the cars that suffered failures. The tires supplied this year
have an asymmetric structure, which means that they are not designed to be
interchangeable. The sidewalls are designed in such a way to deal with
specific loads on the internal and external sides of the tire. So swapping
the tires round has an effect on how they work in certain conditions. In
particular, the external part is designed to cope with the very high loads
that are generated while cornering at a circuit as demanding as
Silverstone, with its rapid left-hand bends and some kerbs that are
particularly aggressive.

2) The use of tire pressures that were excessively low or in any case lower
than those indicated by Pirelli. Under-inflating the tires means that the
tire is subjected to more stressful working conditions.

3) The use of extreme camber angles.

4) Kerbing that was particularly aggressive on fast corners, such as that
on turn four at Silverstone, which was the scene of most of the failures.
Consequently it was the left-rear tires that were affected.

The only problems that had come to light before Silverstone were to do with
delamination, which was a completely different phenomenon. To stop these
delaminations Pirelli found a solution by suggesting that the teams use the
tires that were tried out in Canada from Silverstone onwards. When this
proposal was not accepted, Pirelli found another solution through
laboratory testing, with a different bonding process to attach the tread to
the carcass. So the problem of delamination has nothing at all to do with
what was seen in Great Britain.

Following the conclusions of this analysis, Pirelli would like to underline
that:

1) Mounting the tires the wrong way round is a practice that was
nonetheless underestimated by everybody: above all Pirelli, which did not
forbid this.

2) In the same way, under-inflation of the tires and extreme camber
settings, over which Pirelli has no control, are choices that can be
dangerous under certain circumstances. Because of this, Pirelli has asked
the FIA for these parameters to be a topic of accurate and future
examinations. (Doesn’t make sense) Pirelli has also asked for compliance
with these rules to be checked by a dedicated delegate.

3) Pirelli would also like to underline that the 2013 tire range does not
compromise driver safety in any way if used in the correct manner, and that
it meets all the safety standards requested by the FIA.

The logical conclusion is that it is essential for tires with the
performance and technical sophistication of the 2013 range to be regulated
and carefully controlled by Pirelli itself. In order to ensure the optimal
functioning of the tires, the Italian firm would need real-time data from
the teams regarding fundamental parameters such as pressure, temperature
and camber angles. While waiting for new regulations that would permit
Pirelli access to this data, vital for the development and management of
these state-of-the-art tires, the following measures are proposed for the
forthcoming grands prix, in agreement with the FIA, FOM, the teams and the
drivers:

1) The use of the evolution of the current tire that was tested in Canada
(and proved to be completely reliable) for the German Grand Prix this
weekend. This represents the best match for the technical characteristics
of the Nürburgring circuit. In particular, the rear tires that will be used
at the German Grand Prix, which takes place on July 7, have a Kevlar
construction that replaces the current steel structure and the
re-introduction of the 2012 belt, to ensure maximum stability and
roadholding. Given that these tires are asymmetric as well, it will be
strictly forbidden to swap them round. The front tires, by contrast, will
remain unaltered.

2) From the Hungarian Grand Prix onwards, the introduction of a new range
of tires. The new tires will have a symmetrical structure, designed to
guarantee maximum safety even without access to tire data – which however
is essential for the optimal function of the more sophisticated 2013 tires.
The tires that will be used for the Hungarian Grand Prix onwards will
combine the characteristics of the 2012 tires with the performance of the
2013 compounds. Essentially, the new tires will have a structure,
construction and belt identical to that of 2012, which ensured maximum
performance and safety. The compounds will be the same as those used
throughout 2013, which guaranteed faster lap times and a wider working
range. This new specification, as agreed with the FIA, will be tested
on-track together with the teams and their 2013 cars at Silverstone from
July 17-19 in a session with the race drivers during the Young Driver Test.
These tests will contribute to the definitive development of the new range
of tires, giving teams the opportunity to carry out the appropriate set-up
work on their cars.

Read more:
http://www.autoweek.com/article/20130702/f1/130709960#ixzz2Y01kYjD8
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-- 

Michael L. Shortt
Savannah, Georgia
www.michaelshortt.com
michael at michaelshortt.com
912-232-9390

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