Oz GP: Tyre Talk
By Ian Lockwood March 8 2008
2008 represents the second consecutive season in which all of the drivers on the grid have identical Bridgestone Potenza tyres and this has made the tyre challenge of Formula One rather different than in times of competition. It’s now the teams who have to develop their cars to get the maximum from these tyres rather than Bridgestone developing their tyres for a paticular team or driver.
2008 represents the second consecutive season in which all of the drivers on the grid have identical Bridgestone Potenza tyres and this has made the tyre challenge of Formula One rather different than in times of competition. It’s now the teams who have to develop their cars to get the maximum from these tyres rather than Bridgestone developing their tyres for a paticular team or driver.
"Bridgestone have already won the world championship for 2008 so they don't have to make a tyre that is marginal,” explains Red Bull Racing’s David Coulthard. “They just need to make a tyre that is safe and can supply easily to each of the teams."
It’s not just the teams who have to work to extract the maximum from the tyres, the drivers do too. In times of competition, tyres could be made to harness a driver’s particular preferred driving style, but with the same tyres for all, drivers have to adapt and develop the best driving style to suit the tyres.
“In times of competition there are ongoing development programmes for our tyres and the cars that use them,” explains Bridgestone Motorsport Technical Manager, Tetsuro Kobayashi.
“Previously we could adapt the tyres to suit a particular car or driver. However, with our status for 2008 as Official Tyre Supplier to the FIA Formula One World Championship we supply the same tyres to everyone and these do not evolve during the season.”
For 2008 there are some minor evolutionary changes to Bridgestone’s Potenza tyres from those used last season, so teams and drivers have already accumulated knowledge.
“We spend a lot of time on setup and optimising things that we wouldn’t spend a great deal of time doing during a tyre war,” explains AT&W Williams Technical Director, Sam Michael. “In this respect there has been a change of emphasis back to the teams again, which is good for Formula One.”
An important factor for drivers in 2008 is that the new regulations including the standard ECU means there is no longer traction control (TC). Now it’s the drivers’ right foot which controls the amount of power going to the rear tyres, too much input will mean the rear tyres will lose grip due to an excess of power.
“We know what we have to do to make the car quicker without TC and how we have to drive it,” says BMW Sauber F1 Team driver Robert Kubica. “I find it pretty nice to drive and maybe a bit more difficult to control the rear axle, but I am happy.”
It’s not just the teams who have to work to extract the maximum from the tyres, the drivers do too. In times of competition, tyres could be made to harness a driver’s particular preferred driving style, but with the same tyres for all, drivers have to adapt and develop the best driving style to suit the tyres.
“In times of competition there are ongoing development programmes for our tyres and the cars that use them,” explains Bridgestone Motorsport Technical Manager, Tetsuro Kobayashi.
“Previously we could adapt the tyres to suit a particular car or driver. However, with our status for 2008 as Official Tyre Supplier to the FIA Formula One World Championship we supply the same tyres to everyone and these do not evolve during the season.”
For 2008 there are some minor evolutionary changes to Bridgestone’s Potenza tyres from those used last season, so teams and drivers have already accumulated knowledge.
“We spend a lot of time on setup and optimising things that we wouldn’t spend a great deal of time doing during a tyre war,” explains AT&W Williams Technical Director, Sam Michael. “In this respect there has been a change of emphasis back to the teams again, which is good for Formula One.”
An important factor for drivers in 2008 is that the new regulations including the standard ECU means there is no longer traction control (TC). Now it’s the drivers’ right foot which controls the amount of power going to the rear tyres, too much input will mean the rear tyres will lose grip due to an excess of power.
“We know what we have to do to make the car quicker without TC and how we have to drive it,” says BMW Sauber F1 Team driver Robert Kubica. “I find it pretty nice to drive and maybe a bit more difficult to control the rear axle, but I am happy.”
Panasonic Toyota Racing’s Jarno Trulli supports the departure of traction control. “I believe the ban is a good thing; in the last ten years technology has taken over from driver input, and I think we need to take a little step back and give the car back to the driver again.”
Bridgestone has one eye on the 2009 season too, when slick tyres could return to F1. Drivers had an opportunity to test these at the end of 2007 and will continue to test these tyres on selected occasions through the year.
“Any return to slick tyres will be a change for us,” says Kobayashi. “And for teams to be able to design their cars for the future regulations it is invaluable to get experience with the type of tyres we could use.”
Teams had their first test with Bridgestone Potenza slick prototype tyres at the final team test of 2007, and although they were running with cars and aerodynamics that had not been designed for these tyres, the response from drivers, including a certain Michael Schumacher, was favourable.
“The teams now have initial information to help develop their cars,” says Bridgestone Motorsport’s Director of Motorsport Tyre Development, Hirohide Hamashima.
Indeed, the next test for Bridgestone developmental slick tyres is scheduled for April. “We will respond to requests from the Formula One Testing Committee for future tests as required and we would expect further tests over the course of this year," says Hamashima.
In the meantime, Bridgestone will continue to supply two compounds of the dry grooved racing tyres to each Grand Prix, and unless wet or extreme wet weather tyres have been used, both of these dry compounds have to be used during the course of the race. This brings an additional tactical element to the race, and also to the race weekend, as teams work out which tyre will work best for them.
“In the race we’ve found that the two compounds are sometimes quite different to use and it can be a challenge to set the car up for both sets,” says the Honda F1 Racing Team's Jenson Button. “It adds a bit of excitement to the racing and it has also added a few more overtaking opportunities.”
In order to make best use of the two tyres during the course of the race, with their different characteristics, the teams need to employ their best tactical brains.
“Really, preparation is very important for tyre strategy: if you are well prepared then you are less likely to be surprised and if a difficult situation does occur you will be able to cope with it better,” says ING Renault’s Executive Director of Engineering, Pat Symonds.
All said and done, Bridgestone have a busy season ahead, including visiting two new street courses at Valencia and Singapore. It’s going to be an exiting 2008!
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