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Pirelli tightened limits: FIA checks setup settings

FIA checks setup settings
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E s is a partial victory for Pirelli. Until now, the specifications for wheel camber and tire pressures were purely recommendations. The teams didn't always stick to it because they didn't have to. Red Bull and McLaren had significantly more camber on the front axle at Spa in 2011 than Pirelli wanted.

Pirelli sports director Paul Hembery is certain that some teams did not follow the instructions in Silverstone either. 'We haven't been able to check that up until now because the teams weren't always open to us. When you crashed your bike, you could have guessed from just looking that some had overshot the mark.' that some pilots had damaged their tires in qualifying because they had dangerously lowered the air pressure for one lap because of the lap time. Hembery: 'We know that some were below our specifications,' insists Hembery without naming a name.

Pirelli corrects the limit values ​​for the Nürburgring

That is over now. FIA race director Charlie Whiting announced in document number 8 from Friday morning at 7.47 a.m. that the teams must now adhere to Pirelli's specifications. Technical delegate Jo Bauer will check the setting data for tire pressures and camber.

Pirelli has tightened the limit values ​​for the Nürburgring again before the first practice session. Apparently you don't want to take the slightest security risk. Originally, the maximum front camber was supposed to be 4.5 degrees. It has now been reduced to 4.0 degrees. At the back it stays at 2.5 degrees.

The tire pressures are now increased by two instead of one PSI compared to the Silverstone rating. The starting value is now 16 PSI. This results in pressures of 20 PSI at the front and 19 PSI at the rear when driving. The result is that the tires run more on the center of the tread and the critical inner shoulder is relieved.

The main culprit is changing the tire

Hembery admits that the main cause of the tire damage in Silverstone was the repositioning of the tires. For all four punctures and the near-victims Sebastian Vettel and Fernando Alonso, the tires marked for the left were fitted on the right and vice versa. “It's our fault,” admits Hembery. 'We had a request from McLaren at the start of the season and saw no reason why we shouldn't allow that. We thought it washarmless. '

At first the teams only changed used sets of tires. Later also new ones, after word got around that this could increase the service life by 20 percent. The tires did not heat up as much as a result of this measure.

The bad side effect: Due to the reversed running direction of the wires in the steel belt, the forces were not evenly distributed over the tire, but concentrated on the inner shoulder. The load limit was reached in the fast corners of Silverstone.


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