Allianz Safety Focus - Tenuous Grip

For now, the new regulations have halted this trend. To survive qualifying and the race, the new tyres – consisting of up to 80 different rubber compounds constructed from a selection of 220 materials – are significantly harder than before. This results in less grip and therefore lower cornering speeds. This is a very challenging situation for the tyre manufacturers, since they now have to develop tyres that will last not only for one fast qualifying lap but also provide optimum performance over the entire distance of the race. However, the properties of the tyre are not the only defining factor in terms of wear. The layout and the track surface of the circuit, the temperature of the asphalt, the adjustment options of the car and, of course, the driving style of the individual driver all play important roles; it’s an equation with a lot of unknown variables. Where pressure is concerned, deviations as slight as 0.05 bar are enough to decisively alter a tyre’s behaviour. To maintain the pressure at a constant level, even under the most extreme strain, the tyres are not filled with air but with nitrogen.

“In ordinary road traffic, there are also many good reasons to use tyres carefully,” Dr. Christoph Lauterwasser of the Allianz Centre for Technology (AZT) points out. “Regularly checking tyre pressure increases safety, reduces wear and cuts fuel consumption – and it does not cost a thing. Wrongly adjusted suspension or damaged tyres – due to parking on the kerb, for instance – can substantially diminish a tyre’s life. Tyres with worn-down tread provide notably less grip on wet or snow-covered surfaces, thus significantly impairing a vehicle’s handling.”

Even though the drivers no longer have a full palette to choose from, deciding which tyres to use has not really become any easier. During free practice on Friday, they will have to decide which of the two tyre specifications (soft or hard compound) will best suit the track, the car and the intended strategy. Once that choice is made, there’s no turning back: the tyres may be changed during the race only if there is an obvious defect or if the state of the tyre is judged to be dangerous – so safety still has priority. The teams’ compliance with this rule is ensured by the FIA commissioners, who will check every replaced tyre and, should it have been changed without a compelling reason, impose drastic penalties that may even include disqualification. If a car enters the pits for a tyre change, refuelling is not permitted. Of course, all these rules are open to exceptions: the race commissioners can allow the teams to change their tyres if, for example, cars have driven over debris scattered across the track after a crash. And if it starts to rain, the teams are of course permitted to switch to wet-weather tyres with no penalty. During such a stop, the cars can even be refuelled.

Thanks to the new rule, Formula 1 races are no longer just a series of short sprints from one tyre change to the next. The drivers now have to be careful and tactical with their tyres – those who are not will sooner or later face serious problems. “The drivers will need to know exactly how they can exploit the optimum potential of their tyres, where they can attack and where it is better for them to go easy on the throttle,” says Sam Michael. “Only those who manage to find the ultimate balance will really stand a chance.”

Did you know...

...that a Formula 1 car takes no more than 4.9 seconds and covers only 140 metres when accelerating from a standstill to 200 km/h ? Full braking from 200 km/h to a standstill, on the other hand, takes only 1.9 seconds and takes place over a distance of only 55 metres. During these processes, the tyres have to withstand incredible forces. The same is true during cornering where, at a speed of 150 km/h for example, the tyres are subjected to up to 3.2 G. “This,” Dr. Christoph Lauterwasser of the Allianz Centre for Technology (AZT) explains, “translates into an extreme lateral acceleration equalling approximately 2.2 tons.”