[DeTomaso] NPC: F1 Tire Failures

Wed Jul 3 13:04:33 EDT 2013

I hope that he goes to red Bull and teaches Vettel a few lessons in life.

Michael

Alonzo would whine like the major cry baby he is if Kimi went back to
Ferrari

On Wed, Jul 3, 2013 at 12:56 PM, John Donahue <demongusta at me.com> wrote:

> 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
> > wines-spirits   est 1934
> >
> >
> > 625 e street nw
> >
> > washington, dc 20004
> >
> > centralwines.com
> >
> >
> > facebook.com/CentralLiquors
> >
> >
> > 202-737-2800
> >
> >
> >
> >
> > ________________________________
> > 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
> > Follow us: @AutoweekUSA on
> > Twitter<http://ec.tynt.com/b/rw?id=crYS7cwFer3QPQacn9QLBk&u=AutoweekUSA>
> > | AutoweekUSA on
> > Facebook<http://ec.tynt.com/b/rf?id=crYS7cwFer3QPQacn9QLBk&u=AutoweekUSA
> >
> > --
> >
> >
> >
> >
> >
> >
> >
> > Michael L. Shortt
> > Savannah, Georgia
> > www.michaelshortt.com
> > michael at michaelshortt.com
> > 912-232-9390
> >
> >
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-- 

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

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