[DeTomaso] NPC: F1 Tire Failures

LS lashdeep at yahoo.com
Wed Jul 3 13:20:34 EDT 2013


I really like Kimi and not just because he can put down some serious booze.

He's shown his incredible skill but the early season pace of the Lotus is gone. 

He does need to find a car (Lotus or not) that can perform...

LS


 



central 
wines-spirits   est 1934


625 e street nw

washington, dc 20004

centralwines.com


facebook.com/CentralLiquors 


202-737-2800




________________________________
 From: John Donahue <demongusta at me.com>
To: LS <lashdeep at yahoo.com> 
Cc: DeTomaso at poca.com 
Sent: Wednesday, July 3, 2013 12:56 PM
Subject: Re: [DeTomaso] NPC: F1 Tire Failures
 

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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