DUNLOP RACING TYRES
put them in illogical places so the driver doesn’t know which is the baseline tyre. If he’s good, he can usually figure it out.’ ‘We then give rating sheets
after each run and he rates the tyres on warm up, consistency and balance front to rear. Then we have a section that relates to low and high-speed cornering performance. He rates each section individually, describing whether the car is neutral or has understeer or oversteer. You would be surprised how consistent this procedure is. ‘If we have a baseline and
we want to go stiffer, we go where we think we need to be in two steps and then go one step further just to see where the edge is and how much is too much. Once we’ve found a baseline front we will use it and try some rear options to find a better balance, and then we would tend to home in on a best front with the best rear. It’s A, B, A testing, but it works. We go through this procedure pre-season with development
that does a lot of work for us and other developers in these race series,’ continues Meenan. ‘They have a rolling road that generates force and moment data for a variety of slip angles, inclinations and loading. In this way, we get more data about the performance of the car tyre and driver combination, so that we can ‘calibrate’ our simulation and predict more accurately how it will perform at different tracks and in different conditions. ‘We generate slip ratio curves,
Just another test session -- up to eight different compounds are tested back to back
partners and it puts us in a good place to go to the first race. We might try some compound options as well in this test programme.’ ‘Once we have found a
promising tyre combination on lap time performance and driver feedback, we do an afternoon’s worth of set-up work to help the teams optimise the set up. Teams will work with dampers,
RICHARD NOBLE OBE
aero and kinematics to get the optimum from the tyre combination. The driver would also work on his driving style for a specific set. Once we decided on a [conclusive] baseline option, we test that on a vehicle kinematics rig and get some force and moment data back and put that into the car’s FEA simulation. ‘We use an external company
which allows teams to set the differentials and traction control settings and to understand the maximum slip that the tyre will stand before traction control needs to operate. The kind of testing we do is much more rigorous than people generally believe is necessary for a tyre manufacturer, but our objective is to understand and gather as much data as we can, to feedback into our computer systems in order to produce more accurate simulations next time around.’
WG CDR ANDY GREEN
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