Is tyre wear adjustable by setup, or design?

[raymondu999]

yeah. Gs would just denote the acceleration. When you corner faster it would invariably give you a higher g in lateral loading

[marcush.]

yeah. Gs would just denote the acceleration. When you corner faster it would invariably give you a higher g in lateral loading

but that is telling only 1 percent of the story....
It is not like f1 cars drive on rails...one driver lets the car find the path ..the other driver forces the car more.

One is driving the more classic slow in quick out style the other is turning in braking towards the apex turning the car using the momentum and accelerating sharply .There is more than one ways aound a corner quickly and you´d be amazed just how big the speed and g differences are at certain points of a corner but in the end the times do match almost.
One of the keys to conserve tires and to lap time is not to rely on high cornering gs but keeping the car flat ,with no or view lateral gs ..

so apex speeds(cornering speed?) and gs do not really tell you much in terms of lap time and again we are not looking into it detailed enough.

Its likewise with braking..if you are braking 50m early and not exploiting the potential of the brake to the max ...you will Not be fast but your brake temps and wear could be higher than if you used the brakes properly ,just because the time to cool the brakes gets less with the prolonged braking distances ..

[raymondu999]

Yes, I understand what you mean, but the centripetal force on the car would be the G's. (v^2)/R would be the acceleration. This is across anything. that is changing direction. Except rotating. 1G is just a case of when v^2/R = 9.8, 2 G would be twice that, etc. if anything is turning and changing velocity there is this force, calculated as that equation. (physicists, please correct me if I'm wrong. haven't done this stuff in a while)

[alelanza]

And that's why i said same racing line. Usually there aren't too many in the dry, on most corners there's one single well defined line and outside of it there's less rubber laid down and there's marbles, so you really don't want to stray from it too much.
Now if due to problems with car design/setup you are forced to look for a different one and because of that you experience higher peak Gs, then i can understand what you mean. But that would be a symptom of the bigger issue. It's like a doctor telling a patient that the problem is the fever, when in reality what you need to cure is the infection.
Way i see it, with my limited racing experience, if i have grip to spare then I would either keep things the same way in order to preserve tyres, or use it in order to improve lap times.
Also the 'classic slow in quick out' bit is very dependent on what's coming up ahead or what part of the track you're coming from. If you have a long straight coming up makes sense, but if it's a chicane coming up, then you would take a very different line for a better overall laptime. In most cases at least.

[Giblet]

Possibly silly question, but could tires be made to not marble? If cars tires were half as grippy, twice as hard, and had twice the downforce to make up for it, what would happen?

[raymondu999]

I'd think that then the tyre wear would be more related to the hard design rather than the marbles though.

[Jersey Tom]

Possibly silly question, but could tires be made to not marble?

NASCAR. Indianapolis. 2008.

[DaveW]

....if you have a bit too much compliance in your suspension this will also raise tyre temps....

Not sure I can agree with the above statement or, perhaps, I have mis-interpreted it. To be clear, there is a direct correlation between spring/tyre stiffness ratio & heat absorbed by the tyres as measured on a four post rig (with fixed cambers, mean vertical loads, bars & dampers). The characteristic appears to translate well to the track/road.

[marcush.]

....if you have a bit too much compliance in your suspension this will also raise tyre temps....

Not sure I can agree with the above statement or, perhaps, I have mis-interpreted it. To be clear, there is a direct correlation between spring/tyre stiffness ratio & heat absorbed by the tyres as measured on a four post rig (with fixed cambers, mean vertical loads, bars & dampers). The characteristic appears to translate well to the track/road.

i should have been more precise..Iwas not talking about springs and dampers ,i was talking about the compliance of suspension members ,be it slack in joints or parts deforming and thus altering intentionally or unintentionally geometries ..and so altering slipangles ,caster ,camber and what have you dynamically.this contributes very much to tyre temps.

[raymondu999]

Possibly silly question, but could tires be made to not marble?

NASCAR. Indianapolis. 2008.

Hey. Not sure I quite understand what you mean.

[Giblet]

Possibly silly question, but could tires be made to not marble?

NASCAR. Indianapolis. 2008.

Hey. Not sure I quite understand what you mean.

Me neither. I have a faint memory of cars there eating tires like chewing gum, but I don't follow NASCAR so I'm not sure where you are going with this.

[DaveW]

i should have been more precise..Iwas not talking about springs and dampers ,i was talking about the compliance of suspension members ,be it slack in joints or parts deforming and thus altering intentionally or unintentionally geometries ..and so altering slipangles ,caster ,camber and what have you dynamically.this contributes very much to tyre temps.

Ha.. Thank you, Marcus. All is explained (& I agree). Suspension compliance will allow hub movement without troubling the dampers & the resulting uncontrolled hub modes certainly can work the tyres.

[marcush.]

i should have been more precise..Iwas not talking about springs and dampers ,i was talking about the compliance of suspension members ,be it slack in joints or parts deforming and thus altering intentionally or unintentionally geometries ..and so altering slipangles ,caster ,camber and what have you dynamically.this contributes very much to tyre temps.

Ha.. Thank you, Marcus. All is explained (& I agree). Suspension compliance will allow hub movement without troubling the dampers & the resulting uncontrolled hub modes certainly can work the tyres.

I have worked for Ohlins a few years back and they had some fancy slag in their damper piston mount (they called High frequency piston) to raise the tyre temps..on those ultra smooth tracks...

ah and many thanks for the hinting at that 2009 thread ...I missed that part back then ..a surprisingly big chunk of meat you put on the table back then ... how could this one get past me???