[DeTomaso] NPC: F1 Tire Failures

Wed Jul 3 12:56:33 EDT 2013

Kimi needs a car. He has milked the Lotus. Needs Webber's spot. Or Mazza's. 

On Jul 3, 2013, at 9:51 AM, LS <lashdeep at yahoo.com> wrote:

> That was scary to watch last weekend!
> 
> Not very comforting for a drive to know that his left rear could go at anytime.
> 
> LS
> 
> 
>  
> 
> 
> 
> central 
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> 625 e street nw
> 
> washington, dc 20004
> 
> centralwines.com
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> 202-737-2800
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> 
> ________________________________
> From: "michael at michaelshortt.com" <michaelsavga at gmail.com>
> To: "detomaso at poca.com" <detomaso at poca.com> 
> Sent: Wednesday, July 3, 2013 12:13 PM
> Subject: [DeTomaso] NPC: F1 Tire Failures
> 
> 
> 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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