What the sporting regulations say: A single tyre supplier, Pirelli, provides all of the teams with identical rubber. Pirelli produce five specifications of dry-weather tyre, each with a distinguishing sidewall colour – ultrasoft (purple), supersoft (red), soft (yellow), medium (white), hard (orange). At each race the teams have access to three specifications (or compounds) of these dry-weather tyres. Each car’s full race weekend allocation consists of 13 sets of dry-weather tyres, four sets of intermediate tyres and three sets of wet tyres. No less than nine weeks before the start of each event in Europe, and 15 weeks before the start of each event held outside Europe, Pirelli (in consultation with the FIA) will inform the team which three compounds can be used at each race. Pirelli nominate two mandatory sets for each car for the race (which can be of different compounds) and one further set of whichever is the softest compound that can only be used in the Q3 segment of qualifying, but the teams are free to choose the remaining 10 sets.

The choices made by each team can vary for each of its cars: so each driver within a team can have a different allocation. The teams must inform the FIA of their nominations no less than eight weeks before the start of each European race and fourteen weeks before the start of each event held outside Europe, meaning they effectively have a week in which to decide on their allocation after hearing which compounds will be made available at each race. If a team does not meet the deadline, the choice will be made by the FIA. The choices for each car will remain secret until two weeks before the race. Over the course of a race weekend the teams have to hand back tyres according to a certain schedule, though they can decide which tyres to give back at the following times: -       One set after the first 40 minutes of FP1 -       One set at the end of FP1 -       Two sets at the end of FP2 * -       Two sets at the end of FP3

* Unless both FP1 and FP2 are either declared wet or cancelled, in which case one of these sets may be retained by each driver but must be returned before the start of the qualifying. The two mandatory sets nominated by Pirelli cannot be given back during practice and must be available for use in the race. Unless wet or intermediate tyres are used during the race, all drivers must use at least two different specifications of dry-weather tyres in the race, at least one of which must be one of the two mandatory sets nominated by Pirelli, though the teams are free to decide which one. Drivers who make it through to Q3 must hand back the set of the softer compound tyres nominated for Q3, and start the race on the tyres with which they set their fastest time in Q2. All other drivers will be able to use the set that is saved for Q3 during the race. Teams are free to use wet tyres as they see fit during qualifying and the race. However, during the preceding practice sessions, they may only be used if the track has been declared wet by the race director.

If a race is started behind the safety car due to heavy rain, the use of wet tyres is compulsory. All tyres are given a bar code at the start of the weekend so that the FIA can closely monitor their use and ensure that no team is breaking regulations. Any driver who uses a set of tyres of differing specifications during the race may not complete more than three laps on this set before changing them for a set of tyres of the same specification. A penalty under Article 38.3(d) will be imposed on any driver who does not change tyres within three laps.Teacup Schnauzer Puppies For Sale Arkansas Read the full sporting regulationsUwf T Shirt What the technical regulations say:Baby Cot Bedding Set Murah Formula One cars must have four uncovered wheels, all made of the same metallic material, which must be one of two magnesium alloys specified by the FIA.

Front wheels must be between 305 and 355mm wide, the rears between 365 and 380mm. With tyres fitted the wheels must be no more than 660mm in diameter (670mm with wet-weather tyres). Measurements are taken with tyres inflated to 1.4 bar. Tyres may only be inflated with air or nitrogen. Teams are not allowed to modify the tyres in any way, nor are they allowed to treat them with solvents or softeners. Tyre blankets are permitted, but they may only act upon the outer tyre surface. Wheels must be attached to the car with a single fastener. The tyre guns used in pit stops to remove tyres may only be powered by compressed air or nitrogen. Any sensor systems may only act passively. Read the full technical regulations The P Zero’s cellar position surprised us. We’ve been amazed at how this tire utterly transformed the Ford Mustang’s steering precision, and P Zeros are original equipment on exotics such as the Lamborghini Aventador and the Ferrari 458 Italia.

But a blind test does not lie. This tire’s best finishing position in any test was middle of the pack in the wet autocross, just a bit quicker than most of the extreme-performance tires. Geswein called the Pirellis “firm and skatey, and understeer oriented.” Wet-skidpad grip, at 0.79 g, and wet braking, at 111 feet, were worst in the test. Lapping a dry track didn’t dramatically change our impressions. The P Zero struggled with understeer, and post-limit grip recovery was noticeably worse than with most of the other tires. Steering precision took a hit on Geswein’s ballot as he found himself overcooking corners. Ultimately, he thought the driving precision required for a clean autocross lap simply couldn’t be found for this set. At $161 each, the P Zero is upper-middle class on the cost scale. A supple ride and quiet operation aren’t enough to pull the P Zero up the finishing order. * For explanations of  these and other parameters, see here.As the only bit of car that actually touches the road, tires are an essential part of the automotive experience, however, they get about as much love as the socks on your feet.

Pirelli is setting out to change the tire buying experience with its new P Zero high-performance tire. In order to properly test how the new P Zeros performed, we flew across the Atlantic to the Autódromo do Estoril — home of Formula 1 champion Ayrton Senna’s first win as a driver, and the Portuguese Grand Prix from 1984-1996 — to wring out the capabilities of its new P Zero. The test instruments: Audi R8s, Ferrari 488 GTBs, Porsche 911 Turbos, and Lamborghini Huracáns are among some of the best sports cars on Earth. The red and yellow sidewall markings — mimicking current Formula 1 setups — are there to let enthusiasts instantaneously know that the new P Zero is different. That is the first visual clue of the new rubber band, while the improved driving experience is the most satisfying element. The Estoril circuit is 2.6 miles of hard braking and fast cornering speeds. We saw speeds of over 150 mph on the front straight and then stood on the brakes to 40 mph for the first turn.

Over the course of multiple laps, we had the ability to test of the newly designed ‘F1 bead’ now incorporated into the P Zero tires. Taking its experience from Formula 1, Pirelli formulated a specialized compound that is more rigid than traditional beads (part of the tire that sits on the rim) and allows for a quicker and more precise steering response. This is important in any track, or stressful road environment, because as tires heat up they usually lose steering response and can almost always become squishy and non-responsive. It can turn scary when you expect a car to turn, only to find the tire has no more to give. Pirelli fights degradation with its F1 Bead by reinforcing the sidewall with thicker materials that, if they do degrade, makes for a gradual feeling through the steering wheel. Compared with competitor’s tires, and even its outgoing P Zero, instead of the on/off reaction tires suffer at high-stress situations, the F1 Bead gives you consistent feeling until grip failure.

Most of the supercars can easily do 200 mph and vaporize track records, but Pirelli has still managed to provide reliability of the course of a tire’s lifespan. In its current lineup, the P Zero comes standard in one derivative or another (P Zero Rosso, Nero GT, Corsa, Trofeo, etc.) on at least as many as 30 OEM car manufacturers. Everything from Fords to Ferraris get the P Zero wrapped around their wheels. With every manufacturer, Pirelli works with them hand-in-hand to develop the core structure of the tire. Meaning, if you looked at the breakdown of each tire and each brand, you will see differing structures inside that are exclusive for that company. This bespoke fitment allows the characteristics of each car (whether mid-engine, rear-engine, etc.) to mate with the P Zeros perfectly and bring out the best performance of each. And while the OEM list of supercars and hypercars reads like a childhood fantasy of brands, most of the current and future ‘Prestige’ and ‘Premium’ automobiles are going to be high-performance SUVs and sedans.

This is the reason the segment is growing at a seven-fold rate for Pirelli as the original equipment of choice. Porsche, Ferrari, Maserati, and Lamborghini, among others, call Pirelli their tire of choice for their super sports cars, as well as their future “family cars.” High-tech testing allows unabated abuse lap after lap in supercars that push performance and comfort to extremes. Most of the supercars can easily do 200 mph and vaporize track records, but Pirelli has still managed to provide reliability over the course of a tire’s lifespan. By increasing the tire’s durability, they have also improved wet performance, and made the P Zero quieter by scientifically arranging the grooves to distribute sound frequencies more efficiently. It’s this high-tech testing that allows unabated abuse lap after lap in supercars that push performance and comfort to extremes. The new P Zero will also represent the way Pirelli attracts buyers of premium tires. Much like fashion, they are making bespoke items, turning tires into consumable products befitting thousand dollar price tags, but also something of desire.