Goodyear is the sole tire supplier to NASCAR’s top three racing series: Sprint Cup, Nationwide, and Craftsman Truck. Goodyear is also the lone supplier to NHRA’s top...
Goodyear is the sole tire supplier to NASCAR’s top three racing series: Sprint Cup, Nationwide, and Craftsman Truck. Goodyear is also the lone supplier to NHRA’s top two series: Top Fuel and Funny Car. Shouldn’t you rely on Goodyear Racing Tires, too? Goodyear Racing Tires are computer-designed using state-of-the-art technology and manually-built by highly trained tire builders. The tires are then closely inspected, radial force variation (RFV) tested, and balanced before they’re deemed ready for the extreme heat, pressure, and motion of racing. It’s that commitment to quality that’s allowed Goodyear Racing Tires to propel...
Goodyear is the sole tire supplier to NASCAR’s top three racing series: Sprint Cup, Nationwide, and Craftsman Truck. Goodyear is also the lone supplier to NHRA’s top two series: Top Fuel and Funny Car. Shouldn’t you rely on Goodyear Racing Tires, too? Goodyear Racing Tires are computer-designed using state-of-the-art technology and manually-built by highly trained tire builders. The tires are then closely inspected, radial force variation (RFV) tested, and balanced before they’re deemed ready for the extreme heat, pressure, and motion of racing. It’s that commitment to quality that’s allowed Goodyear Racing Tires to propel racers to the winner’s circle since 1901.
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Editor's Note: You are in the new Formula 1 Grandstand blog. Exclusive interviews with former and current residents of the Formula 1 paddock are published here - you will not see such information in Russian anywhere else. Support the author with subscriptions and pluses! nine0006
The head of the Pirelli racing division, Mario Isola, spoke about working as a Milan ambulance driver, a career in a tire company and the features of tires in Formula 1.
I started when I was 18, that is 32 years ago. To work in Italy in an ambulance, you need to take courses, pass several exams. I went through all the trainings and now I work with other guys: I myself conduct trainings for ambulance drivers in Lombardy. My night shift usually starts at 7pm, on weekdays at 5am, and on weekends at 7am.
There are 150 volunteers in my association. We work weekly. But now, of course, more because of the situation in Milan. I usually work once a week, sometimes a little more. nine0003
It's not about softness and hardness of rubber. This does not affect the final number of pit stops. Over the past few years, we have opted for softer tires, and the teams have moved to control the pace of the rider instead of increasing the number of pit stops in strategies. They simply ask the rider to slow down so that the tires last longer - this reduces the number of stops. Because when you go into the pits, you face the possibility of making a mistake during the pit stop. There is a risk of getting into traffic, which makes it more difficult to overtake, for example. So not only the softness of the rubber determines the number of pit stops in the race. nine0003
We also have to pay close attention to the softness of the tires: if you go too far, the driver will drive too slowly to stay on a strategy of one pit stop at any cost.
So finding a way out of this situation is not very easy.
During pre-season testing in Barcelona, Mercedes used the DAS for many days. We analyzed all their tires, as well as the tires of the rest of the competitors, and did not find anything that would affect the rubber. Perhaps the Mercedes system reduces tire wear, but it certainly does not increase it. nine0003
Each team has one of our engineers. They cooperate with the team for two years, and then there is a rotation to avoid rapprochement. Because we have an obligation not only to provide everyone with the same product, but also the same service - and this is very important.
These engineers collect information about tire usage, laps, temperature and pressure. There is a whole list of data about the tires that were driven on the race weekend.
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We have already begun development of 18-inch wheels, but their introduction has been delayed until 2022. We had the first tests in September last year with the Renault team at Paul Ricard, then we tested there with McLaren, and then with Mercedes in Abu Dhabi. This year we had only one test - in Jerez with Ferrari - but I can say that now we have a common understanding of where to start development. The main thing is the composition and profile. nine0003
After the races in Jerez, we froze the development of 18-inch wheels - we will continue next year. So far, there is no new test plan for this year due to the current situation with the virus.
At the moment and in the next few years, Formula 1 will retain thermal covers. In them, the rear tires are heated to a temperature of about 80 degrees Celsius, and the front tires up to 100 degrees. The temperature in motion does not differ much from these values.
nine0003
During the race, the temperature fluctuates between 100 and 120 degrees. And, of course, the indicators differ depending on the composition - each has its own operating temperature. It is also the window of the maximum hold, the peak of adhesion. You can often hear teams talk about working range. The window from peak to traction loss of 3 percent is very roughly 30 degrees. This is the main problem. Because in fact, the goal of teams is to stay at the peak of adhesion. Because piloting at three percent grip outside of operating temperature costs a second per lap. The window that the teams are looking for is much, much narrower than the very three percent that is taken as an example. nine0003
When you put a Formula 1 tire on a road car... The first problem is when the tire is cold the grip is very low. Second, if you can't make a tire work, it will slip, but it will live forever. The technologies that we develop for F1 are used in road tires because we study all kinds of materials a lot.
We make virtual models, we study the production process. nine0003
It is clear that developments for Formula 1 are for Formula, and tires for ordinary cars are for ordinary roads. Different goals. In road cars, you think more about noise levels, about hydroplaning - there are many other elements that you don’t think about when you design F-1 tires.
If you count only the materials and the production process, then probably a few hundred euros, but less than one thousand. About something like this. But I don't include development cost here. We spend millions of euros on it - a lot of money. And then this cost should be included in those 50 thousand tires that we produce per year. nine0003
It is not our decision to choose one tire supplier. In general, this decision was made not only in Formula 1, but also in many other championships, especially ring championships, because it reduces costs for participants.
Not for tire supplier. In today's era, when everyone is talking about budget cuts and cost cuts, making F1 a more accessible sport for smaller teams, allowing multiple tire manufacturers, I'm against that philosophy. nine0003
More stories, interesting moments and details about the work of racing tires on Grand Prix cars - in the video:
Photo: formula1.com; pirelli.com; instagram.com/marioisola
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